r. &.r.
HSL No. 76 - 07
July 1976
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CONTENTS
Page
Tri-Level Study of the Causes of Traffic Accidents.
Volume I. Causal Factor Tabulations and Trends.
Executive Summary. Based on a report prepared by
the Institute for Research in Public Safety, Indiana
University School of Public and Environmental Affairs A 1
Abstract Citations 1
DOT HS-802 095
TRI-LEVEL STUDY OF THE CAUSES OF TRAFFIC ACCIDENTS
Volume I. Causal Factor Tabulations and Trends*
Executive Summary
The National Highway Traffic Safety Administra-
tion (NHTSA) has sponsored a variety of accident
investigation studies since 1968. These studies, to
collect, collate, and analyze real-world accident data,
provide a foundation for the development of safety
strategies, rule-making plans, assignment of priorities,
and measures of the effectiveness of countermeasure
programs at the national level. In summary, specific
objectives of the national accident investigation are to:
Identify the causes and mechanisms of motor
vehicle accidents and subsequent injuries, so that
effective measures, devices, and traffic safety
programs can be initiated.
Provide accident information and analyses on
priority safety problems for research and rule
making.
Assess the worth of motor vehicle and highway
safety standards now in force, and predict the
potential effectiveness of new standards under
consideration.
Pinpoint defects in motor vehicles or highway
design as the basis for scientific investigation.
Validate advanced accident investigation tech-
niques in the field to improve the precision, ac-
curacy, and efficiency of the collection of accident
data while reducing the collection burden of on-
scene investigators.
Recent trends in accident research have led to a
multi-level approach to national accident data collec-
tion, processing and analysis (see Figure 1-1). The
level of sophistication ranges from population data
and the basic, minimal amount of data contained
in routine police- reports of all accidents, to the most
comprehensive, in-depth data contained in special re-
ports by professional accident investigation teams. In
the basic level of collection, a small number of data
elements are collected on the population at large and
on a large number of accidents. Data from vehicle
registrations and drivers' licenses are utilized as sup-
plemental information at this basic level. At the top
level, hundreds of data elements are collected on a
small number of select accidents which are designated
for study. Intermediate levels involve various addi-
tional data elements not routinely collected at the
basic level in order to study some specific aspect on
a sub-sample of accidents.
Figure 1-1 Multi-Level Concept
* The full report for the period August 15, 1973-August 15,
1974, prepared by the Institute for Research in Public Safety
(IRPS) of the Indiana University School of Public and
Environmental Affairs, under contract DOT-HS-034 3 535.
IN-DEPTH STUDIES
SPECIAL STUDIES
AND
BI-LEVEL POLICE STUDIES
POUCE DATA,NAT,ONAL ACC^T S
ENSING AND VEHICLE REGISTRATIONS/EXP
ACCIDENT DATA COLLECTION AND ANALYSIS
A composite approach, designated as a tri-level
study, and devised from this multi-level national con-
cept, is used in this project. It is distinguished from
centration on the pre-crash (accident causation)
phase of motor vehicle accidents. Such tri-level
studies involve simultaneous accident data collection
and investigation from three levels of detail, within a
single study. These levels, in order of increasing
detail and decreasing case volume per unit cost, are:
The collection of baseline data on the study
county from police reports, vehicle registration
files, driver license files, roadway inventories, and
local surveys (Level A).
9 The on-site investigation of accidents immediately
following their occurrence by teams of technicians
(Level B).
The independent, in-depth investigation of the
subset of the accidents investigated on-site, by a
multidisciplinary team (Level C) .
Data collected on Level A enable the representative-
ness of study samples to be assessed, and also provide
a basis for comparison of accident and general popu-
lations. The Level B (on-site) investigations enable
moderately detailed information to be collected from
a relatively large number of accidents. Since the
expansion of coverage in February, 1974 to 24 hours
per day, IRPS has acquired accidents on Level B at
the rate of approximately 70 to 80 accidents per
month (840 to 960 per year) . On Level C, a multi-
disciplinary team has conducted highly detailed in-
vestigations at a rate which has recently averaged 100
accidents per year.
Figure 12 shows the location of many of the
teams currently funded by NHTSA. Each of these
is a "special study," focusing on a particular aspect
of the highway traffic safety problem. At its core,
each also includes a multidisciplinary accident investi-
gation team composed of medical doctors, engineers,
psychologists, and other accident reconstruction spe-
cialists who scientifically analyze accidents to deter-
mine accident and injury causation and to make
recommendations for possible solutions. Increasingly.,
:hese studies are developing levels of data which pro-
vide for both clinical evaluations of accident and
injury causation, as well as statistically significant
information on specific priority problems.
Of the teams shown in Figure 1-2, those in Buffalo,
Ann Arbor, and Bloomington, are tri-level in char-
acter. The present study, which is focused on acci-
dent causation and crash avoidance, was conducted
by the Institute for Research in Public Safety (IKPS)
of the Indiana University School for Public and En-
vironmental Affairs, Bloomington. The study at
Buffalo, conducted by Calspan. Inc., concentrates on
the crash phase and the examination of injury causa-
tion. The Calspan team is also participating in an
assessment of the. effectiveness of vehicles equipped
with air-cushion restraint systems. The study of Ann
Arbor, conducted by the Highway Safety Research
Institute (HSRI) of the University of Michigan, has
as its objective the development and testing of a proto-
type national accident sampling strategy. The HSRI
team is also participating in the air-cushion restraint
system evaluation.
The general objective of this special study is to
satisfy NHTSA's on-going needs for data regarding
accident causation and crash avoidance. Specific ob-
jectives of the program are to:
Identify those factors which are present and
serve to initiate or influence the sequence of
events resulting in a motor vehicle accident.
Determine the relative frequency of these factors
and their causal contribution within a defined
accident and driving population.
Assess the potential benefit of radar and anti-lock
braking systems in reducing the incidence and
severity of automobile accidents.
Assess the error/accident relationship as a func-
tion of driver age. driving knowledge, vision,
driving experience, and vehicle familiarity.
Apply the taxonomy or group identification con-
cept to the identification and definition of prob-
lem driver types, and from this to formulate
recommendations for dealing with particular
classes of drivers.
Apply the taxonomy concept in particular to the
alcohol-impaired driver, in order to identify the
types of driving-performance mistakes made by
particular types of alcohol-impaired drivers un-
der particular types of conditions.
Develop new methodologies for assessing the role
of human factors in accident causation, including
such factors as risk-taking propensity and deci-
sion-making ability.
Boston
(Fatal Accidents
ASAP Evaluation)
Buffalo
njury Causation)
(ACRS
AnnArbor __
[Prototype Investigation Strategy)
(ACRS)
(Accident Causation
Oklahoma City
(Fatal Accidents'
ASAP Evaluation)
o
o
Albuquerque
(.Alcohol-Involved Accidents
ASAP Evaluation)
Los Angeles
(ACRS
San Antonio
(Injury and Damage Indices)
(ACRS)
Salt Lake City
San Frisco \ (Restrai ? Usa9e Compar.sons)
(Intersection Accidents)
Washington
__ (Rural Pedestrian Accidents)
Lexington - -
(Recreational
Vehicle Accidents}>
Miami
(Single Vehicle
Accidents)
(ACRS)
ACRS Air Cushion Restraint System Evaluation Regional Team
Tri-level methodology has been employed featuring
baseline data collection on Level A, on-site investiga-
tions of moderate detail on Level B, and in-depth
investigations of intensive detail on Level C. During
the past year, IRPS has been successful in having
special summary tables produced providing more
definitive study area data regarding licensed drivers
and registered vehicles, has conducted general popu-
lation surveys of driver vision and driving knowledge,
and has extended coverage in the on-site level with
the result of more than doubling the case acquisition
rate and also improving the representativeness of ac-
cidents considered.
The period reported covered the conclusion of Phase
IV data collection and the start of Phase V*. During
Phase IV (June 1973-May 1974), IRPS conducted
528 on-site (Level B) and 103 in-depth (Level C)
investigations. During the one-year period running
from mid-August 1973 to mid-August 1974, which is
the period of performance covered by this report, 642
on-site and 104 in-depth investigations were conducted.
A summary of data acquired is provided by the fol-
lowing tables:
Table 1-1 Level A: Baseline Data Acquired
During Phase IV
Date Sampled
Information Acquired Units
No. of Sampling
Variables Technique
Police Accident
Report Data
4/74 3,314.**
Entire reported
56 population;
special tape
Age & Sex of
Monroe County
Licensed Drivers
3/74 980
Systematic
10 Sample from
list
Monroe County
Licensed Driver
Vision
4/8/74
to 149
7/8/74
Quota; strati-
70 fied by age
and sex
Licensed Driver
Vision-Test/
Retest
4/8/74
to 51
7/8/74
Quota; strati-
112 fied by age
and sex
Monroe County
Vehicle
Registration
Data
6/74 33,921
Entire passen-
35 ger car popula-
tion; special
tape
Monroe County
Licensed Driver
Data
8/74 63,000
Entire popula-
16 tion ; special
tape
* For data collection phases and
dates, see Table 1-2.
**1973 data.
A-3
Table 1-2 Summary of Accidents Investi-
gated by IRPS Using Tri-Level Methodology
Data Collection
Phases & Dates
Police Reports
( Level A )
On-Site
( Level B)
In-Depth
( Level C)
110/70-5/71
3458 in 1970
469
68
116/71-5/72
3914 in 1971
530
151
1116/72-5/73
3272 in 1972
306
64
IV 6/73-5/74
3314 in 1973
528
103
Combined Phases*
11, III, IV
10,500
1364
318
* Phases II, III, and IV were assessed using the same
causal assessment scheme, and are presented hoth separately
and cumulatively. Phase I didered somewhat and, for the
most part, is not reported herein.
In the following paragraphs the principal results
and conclusions from each of the substantive report
sections of Volume I, Causal Factor Tabulations and
Trends, are summarized. For simplicity, causal fac-
tors will be discussed with reference to the in-depth
team (Level C) results, and will be stated as a rang
of the definite to probable results, based on combine*
Phase II, III, and IV data. The factors are rankei
according to the probable level results.
Causal Factor Tabulations
In the most recent data collection phase (Phas
IV), as in previous collection phases, hunia]
factors were the most frequent causes of acci
dents, followed by environmental and vehicula
factors, respectively (Figure 2). Human factor
were identified by the in-depth team as causes c
between 77.0 and 95.3% of the combined Phas
II, III. and IV accidents (definite and probabl
result figures) . Environmental factors wer
causes of between 13.8 and 34.9% of accidents
while vehicular factors were identified as cause
in 4.1 to 12.6% of the accidents investigated.
The four leading human factor categories in a(
cidents were: (1) improper lookout (19.2-
Figure 2
Percentage of Combined Phase II, III, it IV Accidents Caused by
Human, Vehicular, and Environmental Factors
On-Site: N = 1364 Accidents
In-Depth: N - 318 Accidents
% of Accidents
10 20 30 40 50 60 70 80 90 100
2. Environment
(incl. Slick Roads)
"Probable"
Resultsf
mite"
Results*
Figure 3
Percentage f Combined Phase II, Hi, & IV Accidents Caused by
Speciffc Human Direct Causes
% of Accidents
10 15 20 25
30
!4.5
1. Improper Lookout
In-Depth
^^19-2 ' t
On-Site
156
21.0
i
i
)
2. Excessive Speed
In-Depth
|17.
On-Site
J9.2
16.0
3. Inattention
In-Depth
111.3 17.C
On-Site
11.1 17.C
4.8
4. Improper Evasive
Action
In-Depth
|6.0 |1
On-Site
5.9 |12.2
_J
5. False Assumption
In-Depth
| 5. 7
10.4
On-Site
J9.9 |12.7
6. Improper Driving
Technique
In-Depth
(I
116.9
10.1
On-Site
J34|4.8
10.1
).7
7. Inadequately
Defensive Driving
Technique
In-Depth
1112 8
On-Site
[3.1
5.0
8. Internal Distraction
In-Depth
H 6 - 3 ^
On-Site
M r ie.1
43
9. Improper Maneuver
In-Depth
5.717.2
On-Site
^ m ::\ 7.4
4.1
6.7
10. Inadequate
Directional
Control
In-Depth
PPIiJ
5.3
On-Site
III 2.4
1.8
Figure 4
Percentage of Combined Phase II, III, & IV Accidents Caused by
Specific Environmental Causal Factors
% of Accidents
c
1<
D 1
5
I
In-Depth
Krawao<w<w___.
^^^^^^^^^rojfflff^SJHfflj ,
.7
112.9
1. View Obstructions
On-Site
''/' '"J > '< f '
*' '^ '?'-\~!
11.9
[Si 111 i HHi i$^i 38J./1 1
7
in-uepin
oiiCK Hoaas
On-Site
f A
" ' ;< "\1 7.5
~]15.3
.
In-Depth
^^ffl2.2
]5.7
3. Design Problems
On-Site
Te 2.9
AT LJ ~l
In-Depth
^^^2.2
J5.3
4. I ransient Hazards
On-Site
=;|: :;-ji^;l3.9
"J5.6
5. Inadequate Signs
In-Depth
H 1 - 3 3>1
& Signals
On-Site
1.7 1 3.7
6. Control
In-Depth
H1 -3 |3.1
Hindrances
On-Site
IgU |3.3
7. Avoidance"
In-Depth
0~|.9
Obstructions
On-Site
f.4]l.2
8. Ambient Vision
In-Depth
[ .37.6
Limitations
On-Site
J3)"l-3
9. Maintenance
In-Depth
Problems
On-Site
].1/.5
10 Camouflage Effect
In-Depth
0/0
On-Site
.1/.1
ui VrUiiiuiiieu
11 m os iv
<u<audt?u uy
Specific Vehicular Deficiencies
% of Accidents
2 3
1. Gross Brake Failure
(Front And/Or Rear)
In-Depth
W3 |28
On-Site
Jl.8 2.2
2. Brake Imbalances
(Side to Side)
In-Depth
111.3 1 2.5
On-Site
.1 .3
3. Inadequate Tread
Depth
In-Depth
2.2
On-Site
. . .4 |2.3
4. Underinflation
In-Depth
|1
On-Site
j.1 .4
3
5. Excessive Steering
Freeplay
In-Depth
11 3 1-
On-Site
1.1 |1.2
9
UN
6. Inoperable Lights
& Signals
In-Depth
o I
On-Site
7. Door Came Open
In-Depth i||. 3 |.6
On-Site
|.1/.1
8. Vehicle related
Vision Obstruction
In-DepthlO |.6
On-Site \\ ;' '\.7
1.8
24.5%), (2) excessive speed (8.517.9%),
(3) inattention (11.317.0%), and (4) im-
proper evasive action (6.0 14.8%). (Figure 3)
The leading environmental factors were: (1)
view obstructions (4.7 12.9%), (2) slick roads
(4.1 9.7%), and (3) roadway design problems
2.25.7%). (Figure 4)
The most frequent vehicular causal factors were:
(1) gross brake failure (1.32.8%), (2) side-
to-side brake imbalances (1.3 2.5%), (3) in-
adequate tread 'depth (0 2.2%), and (4)
under-inflation (0 1.9%). (Figure 5)
The most frequently implicated human condition
or state was alcohol-impairment, a cause in
0.63.8% of the Phase II, III, and IV accidents.
However, these figures increased subsequent to
the expansion to 24 hour per day coverage mid-
way through Phase IV (Phase IV in-depth results
A-7
Figure 6
Percentage of Combined Phase S S, SH, & i V Accidents Caused by the
Major Human Condition or State Subgroups
% of Accidents
234
..
In-Depth
!>,,
|3-
8
Miconoi-impairmeni
On-Site
, n \ \* '
v ^ ^ ^^^v^ ^| r *
(5.3
2. Other Drug
In-Depth "I
6
12
.8
Impairment
On-Site
| 3 |.7
3. Driver
In-Depth
3
J1.6
Inexperience
On-Site
3
|1.7
4Fmntinnal Un^pt
In-Depth
3
|1.6
On-Site
1|.5/.
In-Depth
11.6
5. Fatigue
On-Site
.3
In-Depth
? 4 6
(1.3
in-nurry
On-Site
3
1.0
7. Vehicle
In-Depth
3
Hl.3
Unfamiliarity
On-Site
31
1.0
\
8. Pressure From
In-Depth
* < :
3 1
Other Drivers
On-Site
|-i
.3
9. Road/Area
In-Depth
.6
Unfamiliarity
On-Site
,
""' 'J1.5
12
8
10. Reduced Vision
In-Depth
\v
.37.3
(Driver Characteristic)
On-Site'
l-'i
.3
Involvement Ratio Plot of VehicSes Involved Due to Mechanical
Problems Compared to all Vehicles in Accidents
4.29
3.16
(1.0)
H 1 1 I i 1 1 1 1 1 1 1 1 h
1 2 3 4 5 6 7 8 9 10 11 12 13 14
15 16 17+
Vehicle Age (Years)
07.3%, on site results 2.37.2%).* (Figure
6)
Vehicles seven years of age and older were over-
represented among those vehicles involved in
accidents as a result of their own vehicular
degradations and failures. However, it does not
appear that older vehicles were overrepresented
in accidents per se, possibly due to being driven
less each year. (Figure 7)
Trend Analysis Across Phases
Of the ten most frequently identified causal fac-
tors, statistically significant trends were identified
for five (on-site data) . These were inattention
* Based on the investigation of accidents representative of
all reported accidents as to severity (approximately 70%
property damage, 29% personal injury, and less than 1%
fatal).
(downward trend), improper evasive action
(downward), false assumption (downward), im-
proper driving technique (downward), and driv-
ing technique inadequately defensive (upward) .
Of these, only for improper evasive action was
the in-depth trend also statistically significant
and, as for on-site, the character of the trend
was downward.
Of the causal factor summary groups, statistically
significant downward trends existed in the on-site
data for human conditions and states and en-
vironmental factors (both including and exclud-
ing slick roads) . According to in-depth data,
neither of these varied significantly; however, a
significant trend of mixed character was noted in
the in-depth data for vehicular factors. Results
for vehicular factors dropped sharply between
A-9
Phases II and III, but then rebounded to an
intermediate figure in Phase IV.
On-Site vs. In-Depth Results Comparisons
Percentage results obtained are generally quite
similar. For example, of the top-level categories,
the probable level, Phase II/III/IV results for
in-depth and on-site are: human factors, 95.3
and 91.7%; environmental factors/including slick
roads, 34.9 and 38.5%; and vehicular factors,
12.6 and 11.3%.
Of the ten most frequently cited causal factors,
large result differences in combined Phase II/
III/IV data occur for only two factors, with
Level C results exceeding those, for Level B in
both cases; these factors are improper driving
technique (probable results of 10.1 and 4.8%)
and inadequately defensive driving technique
(probable results of 10.1 and 5.0%, respectively).
However, based on a casewise review of accidents
investigated by both on-site and in-depth teams,
it appears that the teams often differ as to the
specific causal factors cited. The specific causal
factor most consistently applied was ambient
vision limitations; the on-site and in-depth teams
agreed in naming this factor 11.7 times as often
as they disagreed. Among the least consistently
applied of the frequently cited factors was im-
proper driving technique; the teams disagreed
in the implication of the factor 2.7 times as often
as they agreed in naming it. Among human
factors in particular, labeling difficulties (in
choosing from among similar categories) are in-
dicated.
Based on the agreement/disagreement analysis,
the most important problems in assessing the top-
ranking causal factors are. that on-site. teams often
fail to identify or cite improper evasive action,
improper 'driving technique, and inadequately
defensive driving technique, in situations where
in-depth results indicate they should.
Representative Assessments
The Monroe County study area was found to be
generally representative of the nation, differing
principally with respect to driver age (younger
drivers overrepresented), and road and street
system mileage (proportion of municipal mileage
sensitive to nonrepresentativeness with respect to
either of these variables.
Compared to all police and driver-reported acci-
dents occurring in the county, the IRPS on-site
sample was found to be representative as to such
factors as driver -age and sex, accident severity,
and urban or rural place of occurrence. For
several other measures, the samples were found
to vary significantly. However, when the on-site
sample was adjusted to reflect national distribu-
tions for these variables, the effect on aggregate
causal involvement rates was found to be small.
For example, adjustment as to accident type re-
sulted in the human factors' result frequency
being adjusted from 91.7 to 91.6%, environ-
mental factors from 38.5 to 38.2%, and vehicular
factors from 11.3 to 12.6% (probable involve-
ment, on-site).
Possibly due to a smaller sample size, fewer
statistically significant differences were observed
in comparing the in-depth sample to all county
accidents. Based on the on-site experience, these
were concluded to have minimal effects on over-
all causal involvement rates anyway.
An exception to the insensitivity of causal results
to these adjustments pertains to alcohol-impair-
ment, which increased markedly subsequent to
initiation of 24 hour per day coverage two-thirds
of the way through Phase IV (on-site probable,
level results during Phase IV increased from
2.6% prior to expansion, to 7.2% subsequent to
expansion) .
Recommendations are that:
Countermeasure efforts should generally be al-
located according to the relative frequency with
which different kinds of factors caused accidents.
For example, major emphasis should be placed
on human factors, and within the human factors
area, on reducing the incidence and consequences
of improper lookout, excessive speed, inattention,
ami improper evasive action. However, the cost
and effectiveness of countermeasure approaches
should also be considered and may result in some
adjustments as to the allocation of counter-
measure effort. For example, difficulties of
changing human behavior as compared to im-
* Greater effort must be made to communicate
knowledge as to the causes of accidents to those
driving. In particular, efforts should be ac-
celerated to integrate results of this study into
the State driver manuals and driver license tests,
both on-road and written.
e With respect to environmental factors, emphasis
should be placed on developing countermeasures
for view obstruction and slick roads. With re-
spect to the former, it appears that the situation
meriting greatest attention is the non-signalized
urban intersection, with sight distances limited
by parked motor vehicles. In the study area,
merely prohibiting parking for a safe distance
from intersections has proven difficult to enforce,
and often ineffective when enforced because of
other view obstruction, and installation of three-
and four-way stop signs has often been resorted
to as a solution. It is suggested that new ap-
proaches, such as installing mirror systems and
nondiscretionary parking prohibitors, should be
explored.
As in Phases II and III, Phase IV results con-
tinue to indicate brake failure and side-to-side
braking imbalance as among the leading vehicular
accident causes. This result emphasizes the im-
portance of having periodic motor vehicle inspec-
tion procedures which can adequately detect fac-
tors which could lead to brake failure or produce
side-to-side imbalances. Failures encountered
have frequently resulted from problems with the
brake mechanism at the wheel, such as drums
being turned beyond maximum limits or self-
adjuster mechanisms being improperly assembled,
while side-to-side imbalances have typically re-
sulted from friction material contamination.
Thus, both a visual inspection of the brake mech-
anism and either on-road or dynamic brake test-
ing appear essential if a periodic inspection
program is to realize its accident prevention po-
tential. Results also indicate that added attention
to older vehicles is appropriate in an inspection
program, since vehicles seven years of age and
older were overrepresented in accidents resulting
from vehicular problems.
Consideration had been given to stratifying the
accident sample so as to improve representative-
ness, even though this would be made difficult by
the failure of many motorists to cooperate and
the need to acquire as many accidents as possible.
fluence of deviations from representativeness in
the samples investigated indicate that it is prob-
ably not necessary to expend significant effort,
or to reject accidents and thereby reduce the
total number of those acquired, in order to achieve
this goal. In summary, it appears that the acci-
dents investigated are adequately representative
of the national accident picture to provide a valid
indication of the relative involvement of human,
vehicular, and environmental factors. This is not
to say, however, that improved national sampling
strategies are unnecessary, for they would un-
doubtedly permit a much more accurate assess-
ment of many of the detailed questions of concern,
and would further permit a tailoring of guide-
lines or requirements to particular types of loca-
tions.
For the present, it is recommended that multiple
levels of accident data collection be retained
(e.g., baseline, on-site and in-depth collection).
Baseline data collection has been important in
defining the study area, assessing the representa-
tiveness of study samples, and permitting acci-
dent and control sample comparisons.
The on-site level, aside from providing the ac-
cidents and preserving evidence for in-depth
investigation, has been found extremely useful
where larger sample sizes are important. Re-
cently, these have included tabulations of errors
made by various classes of drivers, comparisons
between most-at-fault and other drivers as to such
factors as driver experience and vehicle familiar-
ity, and both cluster and AID* analyses relating
causal factors with driver characteristics.
The in-depth level has permitted the acquisition
of highly detailed accident data which could not
have been acquired on-scene, given limitations
of time, adverse conditions, equipment portabil-
ity, and expertise. For example, in-depth collec-
tion has recently involved driver knowledge,
profile score, and dynamic vision testing, and the
in-depth inspection of vehicles at an indoor
facility.
However, this is not to say that the three
levels, as presently defined, should continue, un-
changed; as future data needs and objectives
change, collection strategies will obviously need
to be adjusted accordingly, possibly requiring
different types of collection or a significant re-
definition of the levels which currently exist.
1 Automatic Interaction Detector (AID), a statistical pro-
REFERENCES
1. Joscelyn, K. B., ami .]. R. Treat, "Interim Report of a.
Study to Determine I lie. Relationship between Vehicle Defects
and Crashes: Methodology." Interim Report, Institute for Re-
search in Public Safety, Indiana University prepared under
Contract No. l)OT-HS-034-2-2ft3, NHTSA, DOT Report No.
DOT-HS-800-661, November 1, 1971.
2. Joscelyn, K. B., and .1. R. Trent, "Results of a Study to
Determine, the Relationship between Vehicle Defects and
Crashes." Vols. I and II, Final Report, Institute for Research
in Public. Safety. Indiana University School of Public and
Environmental Affairs, prepared under Contract No. DOT-
{[5-034-2-263, NHTSA, DOT Report No. DOT-HS-800-
850 and 851, November 1, 1972.
3. Institute for Research in Public Safety, "Tri-Level Study
of the Causes of Traffic Accidents; -Interim. Report I, Vols. I
(Research Findings) and II ( Appendices)," Institute for
Research in Public Safety, Indiana University School of
Public and Environmental Affairs, prepared under Contract
No. DOT-HS-034-3-535, NHTSA, DOT Report No. DOT-
HS-80 1-334 and 335, August 31, 1973.
4. Carroll, P. S., Carlson, W. L., and McDole, T. L., "Identi-
fying Unique Driving Exposure Classifications," Hit-Lab Re-
parts, Vol. 2, No. 1, University of Michigan, Highway Safety
Research Institute, September 1, 1971.
5. Harrington, David M., "The Young Driver Follow-Up
Study: an Evaluation of the Role of Human Factors in the
First Four Years of Driving," Accident Analysis and Preven-
tion, Vol. 4, No. 3, September 1972.
Editor's Note:
The reader should keep in mind that this study
took place, in Monroe County. Indiana a rather non-
urban county in the. Midwest. This one county cannot
be considered representative of the United States in
either a descriptive or statistical sense. Fortunately,
many of the variables which may affect the accident
picture compared very favorably with what national
statistics were available' (e.g., vehicle age distribution;
weather conditions, etc.). However, the county was
significantly different from the nation in two key
areas: (1) Monroe County had an overrepresentation
of drivers aged 20-24, and (2) the county had an
underrepresentation of freeway/expressway/limited
access type roads. Consequently, accidents which
could be associated with those two variables could he
over or underrepresented in this sample.
In order to obtain nationally representative data,
sampling techniques must be used to select several
areas of the country for study, and then accidents
within those areas must he randomly sampled for in-
vestigation. Indiana University used a convenience
samplethat is. they selected accidents they were
notified of, could get to the scene of, and could com-
plete an investigation on. Convenience sampling
could also affect the results and, therefore, the repre-
sentativeness of the data.
Given the above precautions, this data sample is
still the best body of accident causal data available at
this time and has produced very useful results.
For further information on the representativeness
of the Indiana sample, see Section 6.0 of the full
report.
ABSTRACT CITATIONS
HS-018 138
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. RELATIONSHIPS BETWEEN LOSSES
AND VEHICLE BODY STYLE. 1974 AND 1975
MODELS
Differences in the collision coverage loss experience of cor-
responding two-door, four-door, and station wagon body styles
within specific car lines for 1974 and 1975 model year vehicles
were investigated. Data on policy and claim related collision
coverage for 1974 model year cars in the period September
1973 to August 1975 and for 1975 model year vehicles in the
period September 1974 to August 1975 were supplied by the
following insurance companies: Allstate, Kemper, Liberty Mu-
tual, Nationwide, Prudential, State Farm, and Travelers. The
most striking finding of this study was the consistently higher
loss experience of two-door models over corresponding four-
door models within the same car line, regardless of wheel-base
differences. In almost every case, the claim frequency per 100
insured vehicle years, the average loss payment per claim, and
the average loss payment per insured vehicle year for the two-
door models exceeded the loss experience for the correspond-
ing four-door models. Data are presented on the total exposure
in insured vehicle years, the claim frequency per 100 insured
vehicle years, the average loss payment per claim, and the
average loss payment per insured vehicle year for 39 car lines
for the 1974 model year and for 21 car lines for the 1975
model year. Investigation of the effects of the age of the
driver and the deductible differences among the body styles
indicated that neither of these factors can account for the dif-
ferences in the loss experience for the two-door and four-door
models.
Highway Loss Data Inst., Watergate Six Hundred,
Washington, D.C. 20037
Rept. No. HLDI-A-5 ; 1975 ; 44p
Availability: Corporate author
HS-018 139
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. RELATIONSHIPS BETWEEN LOSSES
AND VEHICLE DENSITY. 1974 AND 1975 MODELS
The relationship between collision claim frequencies and sizes
of claims for 1974 and 1975 model vehicles and vehicle density
were investigated. Data on policy and claim related collision
coverage for 1974 model year cars during the period Sep-
tember 1973 to August 1975 and for 1975 model year vehicles
for the period September 1974 to August 1975 were supplied
by the following insurance companies: Allstate; Kemper,
Liberty, Nationwide, Prudential, State Farm, and Travelers.
Vehicle density is defined as the number of registered pas-
senger vehicles per square mile in the reported garaging loca-
tions of the vehicles damaged. 1974 registration information is
used in this report. The data demonstrate a relatively con-
sistent increase in the claim frequency as the vehicle density
increases for both the 1974 and the 1975 models. The 1975
model year claim frequencies are slightly higher than the cor-
responding frequencies for the 1974 models. Although there is
a generally smooth, gradual increase in the claim frequency
with increasing density, there is a very dramatic increase when
the highest vehicle density group is reached. This group con-
sists of densities greater than 1,808 vehicles per square mile.
Data on the standardized average loss payment show that
there is a relatively consistent decrease in the average loss
payment size as the vehicle density increases for both the 1974
and 1975 models. In every vehicle density group, the 1975
models had a substantially higher average loss payment than
the 1974 models. It is concluded that there is a fundamental
relationship between collision coverage losses and registered
vehicle density. Vehicles listed as garaged in areas with a high
vehicle density produce more frequent claims, but with lower
average amounts, than vehicles recorded as garaged in areas
with a low vehicle density. Both of these relationships are al-
most linear with the logarithm of vehicle density, with the ex-
ception of claim frequencies for the highest density areas. In
addition, the relationships between collision coverage losses
and registered vehicle density were substantially independent
of vehicle market class, although consistent differences exist
between market classes in each density group.
Highway Loss Data Inst., Watergate Six Hundred,
Washington, D.C. 20037
Kept. No. HLDI-A^ ; 1975 ; 30p 2refs
Availability: Corporate author
HS-018 140
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. VARIATIONS BY MAKE AND SERIES.
1974 MODELS DURING THEER FIRST TWO YEARS
Variations in both the frequencies and sizes of claims for
damage to 1974 model year private passenger vehicles of 12
domestic makes and six foreign makes during the period Sep-
tember 1973 through August 1975 are examined. Data on in-
surance covering damage to the insured vehicle itself were
supplied by Allstate, Kemper, Liberty, Nationwide, Pru-
dential, State Farm and Travelers. Data are presented for the
following car makes: Ford, Dodge, Plymouth, Chevrolet, Pon-
tiac, Buick, Oldsmobile, Mercury, American, Chrysler, Lin-
coln, Cadillac, Toyota, Volkswagen, Datsun, Mazda, Capri,
and Opel. These data are segregated by market class and body
style. The data show that claim frequencies varied from a low
of 6.4 (Oldsmobile Omega, four-door) to a high of 18.4
(American Javelin) claims per 100 insured vehicle year.
Average loss payments per claim ranged from a low of 355
dollars (Chevrolet Bel Air) to a high of 1,149 dollars
(Chevrolet Corvette) and the resultant average loss payments
per insured vehicle year had a low of 33 dollars (Dodge Dart)
and a high of 184 dollars (Chevrolet Corvette). There was a
considerable range in the results within each body style and
market class. Claim frequencies ranged considerably between
market classes, from a low of 9.0 for compact models to a
high of 16.0 for sports models. Average loss payments per
claim were lowest for full size models and highest for sports.
Detailed claim frequency data and average loss payment data
are presented for each combination of driver age group
(youthful and not youthful) and for 50 and 100 dollar deducti-
ble coverage for individual vehicles, for each market class,
and for all vehicles.
Highway Loss Data Inst., Watergate Six Hundred,
Washington, D.C. 20037
Kept. No. HLDI-R74-3 ; 1975 ; 34p 2refs
Availability: Corporate author
HS-018 142
HSL 76-07
HS-018 141
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. VARIATIONS BY MAKE AND SERIES.
1973 MODELS DURING THEIR FIRST THREE
YEARS
Variations in both frequencies and size of claims for damage
to 1973 model year private passenger vehicles, including
twelve domestic and one foreign make, during the period Sep-
tember 1972 through August 1975 were investigated. Data on
insurance covering damage to the insured vehicles were sup-
plied by the following insurance companies: Allstate; Kemper;
Liberty Mutual, Nationwide, State Farm, and Travelers. Data
are presented completely without discussion. The following ta-
bles are included: loss payment summary by make, series, and
body style; loss payment summary by make, series, and body
style by year of availability; claim frequency details by make,
series, and body style by driver age group and amount
deductible; and average loss payment details by make, series,
and body style by driver age group and amount deductible.
The data presented are based on almost four million insured
vehicle years of exposure.
Highway Loss Data Inst., Watergate Six Hundred,
Washington, D.C. 20037
Rept. No. HLDI-R73-4 ; 1975 ; 33p Iref
Availability: Corporate author
HS-018 142
DRINK-DRIVING PROPAGANDA IN SYDNEY,
AUSTRALIA: EVALUATION OF FIRST STAGE,
INFORMATION CAMPAIGN
A drink-driving campaign, intended to increase driver aware-
ness, was instituted in Australia. The information campaign
had three stated communications objectives: increasing aware-
ness of the relationship between drinking and driving and seri-
ous traffic crashes; increasing awareness of the Breathalyzer
legislation and the penalties contained in it; and increasing
awareness of the amount of alcohol intake required to break
the law. After the campaign, there was a rneasureable increase
in knowledge in the three areas defined by these objectives.
More people knew that alcohol was an important contributor
to serious crashes; more people knew that the legal limit was
.08 percent, and what the penalties for failing the breathalyzer
included; and more people were aware that six drinks in an
hour would bring the average man over the .08 percent level.
With a few exceptions, the increases were uniform over the
whole target audience. The campaign involved a six week
press and radio campaign based on the theme "The law is
tough on drinkers who drive." Fear tactics were carefully
avoided. The campaign was aimed at drivers aged 17-69 years
inclusive. Evaluation of the campaign was measured by means
of a household survey conducted in the metropolitan area
among 1000 randomly selected men and women both before
and after the campaign.
by Kathleen Freedman; Michael Henderson; Rosamond Wood
Department of Motor Transport, Traffic Accident Res. Unit,
N.S.W., Australia
Rept. No. 2/75 ; 1975 ; 68p 7refs
Availability: Corporate author
HS-018 143
A SIMPLE METHOD FOR SIMULATING DANGER-
RELATED ASPECTS OF BEHAVIOR IN HAZARDOUS
ACTIVITIES
A dart-throwing game was devised to simulate the most impor-
tant aspects of an assumed closed-loop system which is
presumably involved in many forms of hazardous activity
This closed-loop system involves an agent who, to a large ex-
tent, determines the difficulty and dangerousness of a task anc
whose decision making reflects his prevailing excitatory anc
inhibitory motives. Five subjects threw standard darts at i
rectangular target 60 centimeters in height and 180 centimeter!
in width from the distance of 4.0 meters. The target was di
vided into vertical sections. An extensive area on the left-hanc
side of the target yielded only small scores, while the score;
became progressively higher in the right-hand direction. How
ever, on the right side of the very narrow area giving th<
greatest score, there were two additional sections: a near-ac
cident area yielding no score and, still more to the right, an ac
cident area, which carried a penalty of 1 ,000 points. Two score
gradients were used: a gentle gradient, in which the score in
creased only moderately when the near-accident area was ap
preached and a steep gradient, in which the score increasec
steeply as the near-accident area was approached. The sub
jects participated in 16 daily sessions of 0.5 to 1.0 hours each
performing with the gentle and the steep gradients on alternat
ing days. Only three "accidents" occurred, but 999 near-ac
cidents took place. The frequency of the near-accidents wa:
higher with the steep gradient (10.28%) than with the genth
gradient (7.99%). The results show that a better throwing skil
was accompanied by a pursuit of greater scores, indicating
that safety is not necessarily increased by improving skill
since the favorable effects of a smaller unintended variation o:
performance are lost because of a higher level of aspiration. A
statistically significant effect of a near-accident on the sub
ject's subsequent performance was found, demonstrating a re
markable warning effect of a near-accident onbehavior. It i;
concluded that, because the subjective risk presumably is to i
great extent dependent on warnings the individual receive;
from his behavior, it is essential to safety that warning is pro
vided every time when risky forms of behavior occur.
by Risto Naatanen; Heikki Summala
Publ: Accident Analysis and Prevention v7 nl p63-70 (May
1975)
1975 ; Srefs
Supported by the Res. Council for the Humanities of the
Finnish Academy.
Availability: See publication
HS-018 144
FUNCTION OF THE MUSCLES OF THE UPPER
LIMB IN CAR DRIVING. 4. THE PECTORALIS
MAJOR, SERRATUS ANTERIOR AND LATISSIMUS
DORSI MUSCLES
The function of the pectoralis major, serratus anterior, anc
latissimus dorsi muscles were tested electromyographicallj
during driving in a simulator. The aim was to test whether th<
clavicular and stemocostal portions of the pectoralis major
the serratus anterior, and the latissimus dorsi muscles worl
when moving a steering wheel, and if so, during which parti
of the movement the different muscles work, and to determine
lily 31, 1976
HS-018 149
rivers aged 20-36 years. The pectoralis major mscle seemed
> stabilize the shoulder during car driving, the clavicular por-
on being more active than the sternocostal. The serratus an-
:rior muscle worked in contralateral rotation of the steering
r heel. The latissimus dorsi muscle was active only to a small
Ktent, and when activity occurred it was usually in ipsilateral
jtation of the steering wheel.
y S. Jonsson; B. Jonsson
ubl: Ergonomics v!8 no p643-9 (Nov 1975)
975 ; 7refs
ee also HS-017 335.
Availability: See publication
[S-018 147
i REVIEW OF SUCCESSFUL FUEL CONSERVATION
1EASURES FOR MOTOR VEHICLE FLEETS
lethods which can be used to reduce the fuel consumption of
lotor vehicle fleets are reviewed. Fleet operators should
evelop their own minimum vehicle operating weights and po-
ce this by regular weigh-scaling of their vehicles, since a
/eight increase of 100 pounds means a loss of some 0.5 to
.6% in fuel mileage. Tools and parts carried on field service
chicles should be kept to a minimum. Every component of
tie engine and driveline system should be examined carefully
nth a view to selecting the best fuel mileage combination
/hen purchasing a new vehicle. Purchase of tires designed and
instructed to reduce the rolling resistance of the vehicle will
ncrease fuel economy and tire life. Every effort should be
nade to maintain pollution control devices on the vehicles in
lesign working order in order to minimize losses in fuel
:conomy. New types of ignition systems now available may
lave some effect on fuel economy, but further investigation is
equired. Options and accessories, especially those which take
>ower from the engine either directly or via the electrical
ystem, usually cause lost fuel mileage. Only those items for
vhich there is a demonstrated need should be provided in fleet
^chicles. Options which enhance fuel mileage include speed
:ontrol options, mileage meters based on the manifold vacuum
jauge, and the radiator shutter. A comprehensive fleet main-
enance program is essential to improved fuel economy. Un-
iccessary idling of the engine when the vehicle is standing
nust be avoided.
)y S. E. Swallow
7 ord Motor Co. of Canada Ltd.
lept. No. SAE-750072 ; 1975 ; lOp 9refs
'resented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Vvailability: SAE
3S-018 148
fHE ELECTRIC MULTISTOP FLEET DELIVERY
VEHICLE-FACT OR FANTASY
fhe Electric Vehicle Council (EVC) Electric Truck Program
las created a breakthrough in multistop electric delivery work
vehicle performance. Freeway speeds can be maintained for
lormal cross-town or bypass travel between point of origin
md urban use, greatly extending the flexibility needed to gain
:he cost saving advantages of an electric work vehicle. A total
)f 108 vehicles are now in operation throughout the United
States and Canada. Records show savings in fuel energy costs
with the increased gas and/or diesel fuels consumed by the
multistop fleet delivery vehicles now available with 1975 En-
vironmental Protection Agency (EPA) pollultion control
devices. EPA standards call for the devices to function
properly with nominal engine idling time while stopped for 10
percent of the driving cycle, whereas the majority of multistop
fleet delivery vehicles operate with nominal engine idling time
of 50 percent or greater during traffic and work route driving
cycle. The impact of increased first cost for pollution control
devices, plus the increased fuel cost, and much higher service
and maintenance costs should cause fleet operators to examine
the facts presented about the electric multistop fleet delivery
vehicles, which can be used now with substantial increase in
non-polluting efficiency in urban areas. Photographs of a
variety of electric delivery vehicles are provided and an EVC
inspection report, test report, and lists of vehicle locations and
uses, specifications, and manufacturers are appended.
by Paul R. Hafer; Arthur Dicker, Jr.; Harry D. Yoder
Battronic Truck Corp.; Boyertown Auto Body Works
Rept. No. SAE-750075 ; 1975 ; 18p 7refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich. 24-28 Feb 1975.
Availability: SAE
HS-018 149
A STATEMENT OF NATIONAL TRANSPORTATION
POLICY BY THE SECRETARY OF
TRANSPORTATION, SEPTEMBER 17, 1975,
WASHINGTON, D.C.
The Federal Government has actively participated in building
the infrastructure of the transportation system in the United
States (U.S.). It has also assumed responsibility to ensure the
safety of travellers, to protect the public from the abuse of
monopoly power, to promote fair competition, to develop or
continue vital transportation services, and to balance environ-
mental, energy, and social requirements in transportation
planning and decision making. The U.S. Department of Trans-
portation (DOT) will continue to emphasize comprehensive
planning and multimodal solutions in its attempts to improve
passenger and freight transportation service by air, water,
truck, bus, and rail across the United States. In addition, ef-
forts will be concentrated on making more effective, intel-
ligent, and socially responsible use of the private automobile,
and on protecting society against the adverse impacts of trans-
portation. Specific goals of the national transportation policy
include: allocation of Federal resources more fairly among the
modes of transportation; resorting to subsidies only when a
clearly defined national interest requires the development,
modernization, or maintenance of essential transportation ser-
vice; reformation of the regulatory structure to remove out-
moded constraints on competition among carriers and modes;
development of incentives for more efficient intermodal ser-
vices; identification and elimination of unreasonable barriers
to intermodal cooperation; improvement of information bases,
measures of performance, cost-benefit methodology, and
planning and program evaluation capability in order to respond
more efficiently to transportation needs and to understand the
indirect effects of DOT actions; and recognition of the need
for a fair return on capital by the private sector providers of
transportation services and the need for sound fiscal responsi-
bility in the provision of transportation services supported by
public funds.
by William T. Coleman, Jr.
Department of Transportation, Washington, D.C.
1975 ; 54p Iref.
Availability: GPO $1.15, stock no. 050-000-00103-2
HS-018 151
REGULATIONS AND TRANSPORTATION. REPORT
OF THE THIRD WORKSHOP ON NATIONAL
TRANSPORTATION PROBLEMS
A workshop on Regulations Affecting Transportation was held
in February 1975 as part of a continuing series of workshops
designed to develop information useful to U.S. Department of
Transportation (DOT) policymakers through interaction
between principal investigators in universities under contract
to DOT and DOT officials responsible for programs affected
by government regulations. The principal topics covered in the
workshops were: ratesetting processes affecting cost and
prices; regulations set by DOT for safety and security; regula-
tion research and evaluation; and regulation and data require-
ments. The participants recommended that the regulatory
structure be improved through the introduction of modern
systematic management methods, such as statistical
methodology and performance standards, and that DOT should
speedily develop proposals for changes affecting rates and ser-
vices. Research related to the relaxation of regulatory controls
should include market studies and social benefit analysis. Data
collection and analysis activities should be coordinated with
regulatory objectives to provide effective means for measuring
and predicting the impact of existing and proposed regulations
and shaping regulatory policies. An inventory of available data
should be prepared. Specific areas of safety and security
covered by the workshops included: boating safety standards;
highway safety standards; motor carrier safety; national
highway traffic safety; and civil aeronautics security.
Office of Univ. Res., Office of the Secretary of
Transportation, Washington, D. C. 20590
Rept. No. DOT-TST-75-79; PB-242 292 ; 1975 ; 108p
Includes addresses by DOT officials entitled: Economic
Regulation of Transportation Do We Need It?; Regulation in
a Hot Kitchen; Reflection on Activities of the National
Transportation Safety Board; Regulations Systems Effect or
Noise?; and The Automobile Interaction of Energy, Safety,
and Environment, and the Economy.
Availability: NTIS, $5.25
HS-018 152
HOW SAFE IS YOUR RV?
As the numbers of recreational vehicles in use increases, ac-
cidents related to lack of safety knowledge are also increasing.
Many states have passed legislation banning riding in a towed
house trailer. Although no firm proposals for federal regulation
of these vehicles have yet been adopted, National Park offi-
cials have placed some new restrictions on the use of camper
units in parks, and various other controls are currently under
consideration. Safety checks and precautions which travellers
with recreational vehicles should observe include: check the
condition and air pressure in the tires; do not overload and
make sure the load is balanced; check for leaks in the fuel
feed line connecting the tank to the stove; tighten wheel lug
bolts before starting on a trip; check the trailer bearings every
1,000 miles to assure proper lubrication; check the hitch J
tightness every 100 miles; make sure side-view mirrors provi
a clear view of the rear; use lower gears for down gradi
make sure trailer lights are connected and operating proper
carry a fire extinguisher; and make sure side mirrors com]
with federal regulations. It is stressed that most drivers are i
experienced in towing campers or trailers, and that driv;
behavior is a more serious problem in accidents involv:
recreational vehicles than are mechanical failures.
by William Roper
Publ: California Highway Patrolman v39 n6 p6-7, 32-3, 36-7,
40-2 (Aug 1975)
1975
Availability: See publication
HS-018 153
A SELF-ADMINISTERED SHORT MICHIGAN
ALCOHOLISM SCREENING TEST (SMAST)
The Michigan Alcoholism Screening Test (MAST) and a sh
tened 13-item version (SMAST) were devised to provide
consistent, quantifiable, structure interview instrument to
tect alcoholism. Originally consisting of 25 questions
ministered in 10 to 15 minutes, a total of 501 male drivers o
age 20 completed the questionnaire 102 after routinely reiw
ing their driver licenses, and 171 drivers who had been sent
driver safety school by the courts following conviction for <
or more moving violations. The distribution of SMAST sco
was similar to the distribution of MAST scores. The per
age of subjects scoring 0-2 and 3-13 on the SMAST was
most the same (less than 5 percent difference) as the percc
age of subjects on the MAST. It is suggested that subje
scoring 0-1 can be considered nonalcoholics, 2 points possi
alcoholics, and those with 3 or more points alcoholics. 1
questions considered diagnostic on the MAST would remain
on the SMAST. Scoring norms thus assure finding a high p
portion of alcoholics. It should be remembered that the use
SMAST and MAST is for screening devices rather than fi
diagnostic instruments.
by Melvin L. Selzer; Amiram Vinokur; Louis van Rooijen
Publ: Journal of Studies on Alcohol v36 nl pi 17-26 (Jan 197
1975 ; 12refs
Availability: See publication
HS-018 154
DETAINING THE IMPAIRED DRIVER
A number of studies conducted on the relationship betw<
drinking and impaired driving behavior demonstrate that cr;
risk levels rise with the level of blood alcohol concentrat
(BAG), and that in certain groups (those drivers 18-19 ye
old and over 70 years old), even a small amount of alcohol
the blood can cause a significant impairment in driving abil
A number of states have enacted legislation making il
misdemeanor for a person to drive while impaired, and us
measurement of a BAG reading above .10 percent as presur
tive evidence of such impairment. The use of the irnpairm
denotes a driver whose operation of an automobile can be
tected as unsafe by a law enforcement officer. In most stal
under present conditions, a driver who is found to be impai
on the highway is usually allowed to continue to operate
motor vehicle. Several states and the District of Columbia
now seeking to establish centers to deal with the rehabilitat
oi aiconoiics, ana 10 ucwiiiiuiumzc puoiu; UIUJAIU<HIUH. in-
dividuals found in an inebriated state are taken to detoxifica-
tion centers until it is decided that the person is capable of
driving safely. The question of manpower has found at least a
partial solution in the suggestion that convicted drinking
drivers could serve as hosts and hostesses at the detainment
facilities for a specific number of evenings. They would per-
form such tasks as keeping records, serving coffee, showing
films, and distributing literature.
by Marvin H. Wagner
Publ: Traffic Safety v75 nlO p8-10, 35-6 (Oct 1975)
1975
Availability: See publication
HS-018 155
SINGLE VEHICLE ACCIDENT RELATIONSHIPS
A study was recently completed at the Georgia Institute of
Technology on the relationships between single-vehicle, off-
road, fixed-object accidents and traffic, roadway design, and
socioeconomic characteristics. Crashes in which an out-of-con-
trol vehicle struck an off -road, fixed object and then over-
turned were included, but not crashes in which the involved
vehicle left the roadway to avoid another vehicle. Forty-five
sections of arterial and collector two-lane streets in Atlanta,
Georgia, were selected for the study. Roadway and traffic data
for two-lane urban streets may be grouped into the following
four categories: the class of roadway, which is closely related
to average daily traffic, pavement width, and speed limit; a
roadside factor, characterized by the number of driveways and
discrete and continuous fixed objects along the roadside; a
design feature category, including horizontal and vertical align-
ments of roadways; and a land-development factor, which is
correlated to the number of intersections. Socioeconomic vari-
ables, which are closely interrelated and best represented by
population density, were not found to be significantly related
to off-road accident rates. Multiple regression analysis of the
data showed that off-road accidents per mile are most closely
related to average daily traffic, horizontal alignment, and
number of intersections per mile. On a per-million-vehicle
miles basis, only average daily traffic and horizontal alignment
were found to be significantly related, but the rate of off -road
accidents per million vehicle miles decreases with increases in
traffic volume. Although significant regression models relating
off-road accident rates to roadway and traffic characteristics
were developed, these variables can explain only about 26 to
41% of the variations in off -road accident rates.
by Paul H. Wright; King K. Mak
Publ: Traffic Engineering v46 nl p!6-21 (Jan 1976)
1976 ; 12refs
Partially supported by the National Hwy. Traffic Safety
Administration. Prepared in cooperation with the Georgia
Dept. of Transportation and the Atlanta Police Dept.
Availability: See publication
HS-018 156
THE 55 MPH SPEED LIMIT: A COST/BENEFIT
ANALYSIS
A cost/benefit analysis of the 55 mph speed limit was con-
ducted using fuel consumption and accident data from 1974.
Costs analyzed were the value of the time lost by reducing
maximum speed from 70 mph to 55 mph. Three types of
ucueLiis wcie ccuuuimcu. LUC v<uuc ui gusuuuc savcu, lives
saved; and injuries averted. Benefit/cost ratio calculations
show that the ratio of initiating the 55 mph speed limit for au-
tomobiles is .823, indicating that costs outweight the benefits.
Analysis of the sensitivity of the benefit/cost ratio to the
specific major variables indicates that a benefit/cost ratio of 1
would result from: a 17.7% reduction in the value of time lost;
a 35.9% increase in the value of gasoline saved; a 106% in-
crease in the value of lives saved; or a 105% increase in the
value of injuries averted. The most likely route for achieving a
benefit/cost ratio of at least 1 lies in a relative increase in the
value of gasoline savings. The other major variables derive
their values from the structure of the total economy, while
gasoline savings are a function only of automobile mileage at
different speeds and the price of gasoline. A wide range of
events could effect the desirability of a 55 mph speed limit. It
is suggested that a need exists for greater research on the con-
sequences of proposed legislative actions to avoid laws such
as the 55 mph speed limit which do not provide an overall
beneficial effect.
by Gilbert H. Castle, 3rd.
Publ: Traffic Engineering v46 nl pi 1-14 (Jan 1976)
1976
Availability: See publication
HS-018 157
ANTHROPOMETRY OF U.S. INFANTS AND
CHILDREN
A three-year study was designed to collect, analyze, and
reduce selected anthropometric data on 4,027 infants and chil-
dren representative of the current U.S. population ranging in
age from newborn to 12 years of age. The major purpose of
the study was to provide basic measurement data most useful
and critical to consumer product design, regulatory considera-
tion, or other direct applications. A substantial portion of the
study involved the design, fabrication, development, and test-
ing of a new series of anthropometric measuring devices which
transmit measurement signals to a portable mini-computer data
acquisition system or to a set of readout meters. These devices
include highly modified anthropometers and calipers for lineal
measurements and a hand-held girth measuring device for cir-
cumference measurements. A pressure transducer has been in-
corporated in the moving paddle blade of the calipers and
anthropometers in order to achieve greater reproducibility in
making soft tissue measurements on infants and small children
where immature skeletal development often precludes use of
standard adult landmarks. Numerous specialized devices to
measure inside and outside grip dimensions, finger diameters,
and minimum hand-through-hole diameters have also been
developed. In addition, two sizes of portable center-of -gravity
devices designed during the study are capable of instantane-
ously measuring seated or standing centers of gravity. These
instruments have been incorporated for use with a Nova 1220
mini computer to provide a completely automated
anthropometric measurement system for the majority of mea-
surements taken. Each of the 41 measurements developed and
used in this study is defined and illustrated, and tabular charts
are provided listing the mean, standard deviation, 5th, 50th,
and 95th percentiles by age and sex, and for combined sexes.
HS-018 158
HSL 76-0
In addition, the mean, 5th, and 95th percentiles are shown
graphically.
by Richard G. Snyder; Martha L. Spencer; Clyde L. Owings;
Lawrence W. Schneider
University of Michigan
Contract FDA-72-70
Kept. No. SAE-SP-394; SAE-750423 ; 1975 ; 242p 91refs
A summary of this report was presented at the SAE
Automotive Engineering Congress and Exposition, Detroit,
Mich., 28 Feb 1975.
Availability: SAE
HS-018 158
TRANSPORTATION FOR THE HANDICAPPED.
SELECTED REFERENCES
A selected, partially annotated listing of journal articles,
papers, and reports on the subject of transportation for the
handicapped is presented covering the period 1969 through
1974. In addition to general materials, specific areas covered
by the bibliography include: government activities; accessibili-
ty; air travel; mass transit; automobile drivers and parking;
special equipment, including vehicles and assistive aids; trans-
portation and the blind; and transportation and the elderly.
Over 200 article, report, and/or paper references are included.
Department of Transportation, Library Services Div.,
Washington, D. C. 20590
Kept. No. Bib-List-8 ; 1975 ; 46p
Update of Bibliographic List no. 1, Nov 1969.
Availability: Corporate author
HS-018 159
COMPARISON OF THREE TYPES OF FRONT BODY
CONSTRUCTION OF SUB-COMPACT CARS
Three different types of front suspension and the correspond-
ing body construction configurations were selected for com-
parison among unitary constructed sub-compact cars with a
weight range between 2,500 pounds and 3,000 pounds which
are currently being manufactured by Toyota Motor Company.
The front suspension systems studied include: Type A, which
is the McPherson type used in Celica models; Type B, which
is a double wishbone type suspension consisting of upper and
lower "A" arms and a coil spring mounted directly on the
front fender apron used in the Corona; and Type C, which is a
double wishbone type suspension consisting of an upper "A"
arm and a lower arm having a strut bar and mounted on the
front body through rubber insulating mounts used in the
Corona Mark n. A comparison was made among the three
models in terms of weight, productivity, noise and vibration
characteristics, and crashworthiness differences which are at-
tributed mainly to the type of front body construction. Analy-
sis of the weight as determined by the load-sustaining and
transmitting characteristics of each model shows that Type A
is the lightest and Type C the heaviest. Productivity, as mea-
sured by the number of steps in the stamping process, the
A construction has longer deformable areas than Types B ar
C and is a fundamentally desirable structure with greater cap
bility for improving the crushability of the side membe
without upsetting the weight priority than the other types. It
concluded that Type A is the safest structure, followed t
Type B and then Type C. While Type B is almost at the san
level as Type A, Type A has greater potential for improvii
crashworthiness. Overall, it is concluded that the Type A fro
body configuration is the most desirable, followed by Type
and then Type C.
by Akihiro Wada; Masahiko Inove
Toyota Motor Co.
Kept. No. SAE-750076 ; 1975 ; lip
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 160
MANDATORY MOTORCYCLE HELMET
STATISTICAL ANALYSIS AND SAFETY STUDY
A study was conducted by the California Office of Trafl
Safety to: document the statistical effect of mandatory mote
cycle helmet legislation in the 44 States that have enact
legislation; compare the motorcyclist death and inju
statistics of States with mandatory motorcycle helmet legist
tion with those without such legislation; and provide in one i
port an overview of the state-of-the-art on motorcycle accide
victims in the United States. The following sources of infc
mation were used: questionnaires completed by other State
California Highway Patrol accident records; and motorcyc
accident literature. The upward trend in motorcycle fatal a
cidents on a nationwide basis over the past several years is ;
tributed to the increased popularity, registration, and exposu
of motorcycles. California was found to have about the sar
fatality to injury accident rate as the 25 reporting States wi
motorcycle helmet legislation. California's three year fatal m
torcycle accident rate per 10,000 registered motorcycles f
1967 through 1970 was found to be only slightly higher th
the average for the same period of the 11 States which we
able to provide enough information to compute the rati
Preliminary statistics for 1973 indicate a 6% to 11% decrea
in California motorcycle fatalities. It is concluded that the
are no stable statistical trends to document that mandate
motorcycle helmet legislation will reduce the number of mott
cycle accident fatalities, the motorcyclist fatality to inju
ratio, or the fatal accidents to 10,000 registered motorcyc]
ratio. In addition, motorcycle injury and fatality statistics a
judged to be inadequate at the State level to make va]
statistical inferences of the benefits of mandatory motorcyc
helmet or other motorcycle safety legislation. Greater emph
sis needs to be placed on the collection of motorcycle accide
data if effective safety programs are to be developed.
California Office of Traffic Safety
1974 ; 37p 25refs
Availability: Corporate author
July 31,1976
HS-018 163
HS-018 161
A REVIEW OF PHILOSOPHICAL CONSIDERATIONS
IN THE DEVELOPMENT OF RADAR BRAKE
SYSTEMS
The National Highway Traffic Safety Administration
(NHTSA) has been involved in an investigation into the
economic and technical feasibility of applying radar devices as
sensors for automatic braking systems. Several different
system application philosophies have been defined and
discussed with consideration being given to the expected
economic and safety benefits afforded by each. A total of ten
different system types having different combinations of
system characteristics such as driver warning only, non-
cooperative (normal radar), cooperative (specially tagged tar-
gets), automatic brake actuation, two-wheel anti-lock, and
four-wheel anti-lock were evaluated in terms of the degree of
certainty with which 104 actual accidents could have been
either prevented or reduced in severity. It was determined that
a hypothetical noncooperative, automatic brake activating,
four-wheel anti-lock system would have prevented from 14 to
41% of the accidents and would have reduced the severity of
from 4 to 12%. Other systems were judged to be theoretically
less effective. Analysis of other accident files indicated that an
automatic, noncooperative system would have prevented 46%
of all rear-end collisions, 28% of all head-on accidents, and
10% of all pedestrian, intersection, and fixed-object accidents.
Based on estimated systems costs, only noncooperative
designs were concluded to be cost effective. A technical feasi-
bility study of radar brake systems investigated such topics as
radiation hazards, intersystem blinding effects, performance
restrictions imposed by common highway geometries, the ef-
fects of precipitation on signal propagation, and analysis of
vehicular radar cross sections. Results obtained to this point
have not indicated that there are any major technical obstacles
which would preclude the development and eventual produc-
tion of radar sensors for automatic braking systems. A number
of technical difficulties will have to be resolved before such
systems become marketable, but no insurmountable problems
have been identified. Signatures of typical targets indicate that
all of the selected targets, including pedestrians and cyclists,
are detectable. Significant problems include the effects of
highway geometry, intersystem blinding, and the effects of
rain scattering and attenuation.
by R. A. Chandler; L. E. Wood; W. A. Lemeshewsky
Department of Commerce; Department of Transportation
Rept. No. SAE-750086 ; 1975 ; 18p 14refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 162
DUAL-MODE AUTOMOBILE COLLISION
AVOIDANCE RADAR
A dual-mode version (cooperative and noncooperative) of
Shefer's collision avoidance radar using second harmonic
reflectors is proposed. The cooperative mode of the dual-mode
radar is based on tagging cooperating vehicles and other poten-
tial highway hazards with modulated fundamental frequency
reflectors, rather than with harmonic reflectors. When operat-
harmonic radar. In addition, modulated fundamental frequency
reflectors make simpler electronic license plates than harmonic
reflectors. The dual-mode radar also recognizes targets that do
not carry tags, but at much shorter distances than the range
for cooperating targets. The range of the radar when looking at
tagged targets is about 100 meters. The dual-mode radar
system consists of three sections: a radar frequency (rf) sec-
tion consisting of an rf transmitter, an antenna, and an rf
receiver; a baseband section that evaluates and processes the
radar returns; and an alarm and control section.
by G. S. Kaplan; F. Sterzer
Radio Corp. of Amer.
Rept. No. SAE-750087 ; 1975 ; 6p Srefs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 163
FERROUS FOUNDRY INDUSTRY LONG-RANGE
OUTLOOK FOR RAW MATERIALS
Over the past several months there has been a short supply of
raw materials for the ferrous castings industry, which
produces many of the parts used in automobiles. The major
raw materials needed by the industry are ferrous scrap, pig
iron, ferroalloys, and carbon raisers. Process materials include
electrodes, refractories, molding materials, and binders. Ener-
gy materials used to melt and process metal are principally
electric power, coke, and natural gas. Many of these materials
have been in short supply lately, in some cases seriously af-
fecting production. Although the supply of these materials cur-
rently seems to be improving, the supply outlook for energy
materials does not look good. The real problem for the au-
tomotive industry and its need for ferrous castings is not only
the inadequate supply of raw materials, but the lack of suffi-
cient foundry capacity to meet the demand for castings. This
shortage of production capacity has resulted from pollution
control laws and low profitability. Many furnaces used to
produce ferrosilicon from a readily available and adequate
supply of raw materials have been shut down because they
were too small or too old to justify pollution control invest-
ment. The generation of heat and power have also been seri-
ously impeded by environmental controls. Rising costs and
shortages of materials imported from other countries have also
caused problems in the industry. Efforts must be made to im-
prove trade relations with the resource-rich countries. Many
small ferrous castings foundries have been forced to close
down as a result of pollution control laws, and low profitabili-
ty has retarded needed expansion and modernization of exist-
ing foundries.
by George A. Watson
Ferroalloys Assoc.
Rept. No. SAE-750100 ; 1975 ; 7p
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 164
HS-018 164
THE IMPACT OF THE ENERGY AND MATERIALS
RESOURCE PROBLEMS ON POWDER
METALLURGY
The powder metallurgy industry, which produces many metals
used in automobile manufacture, has faced a variety of materi-
al and energy shortages in recent years. The industry uses
several atmosphere gases, the most important of which is am-
monia, which is used to create the reducing atmosphere
needed in sintering. Shortages of ammonia are expected
between now and at least 1978. This shortage can be met by
increasing recycling of ammonia and by using other at-
mospheric gasses with lower energy content. Graphite, a
material which is critical to powder metallurgy, is available in
sufficient quantities from foreign countries, but prices are ris-
ing rapidly. Recent shortages in metal powders, including fer-
rous scrap, copper and copper base powders, and nickel
powder, appear to be mostly under control at this time. Prices
for metal powders are somewhat more stable than in the
recent past and capacity seems to be expanding slightly for
most of these materials. Powder metal parts manufacturing
capacity is adequate to meet demand for these products, as-
suming the raw materials are available. Both metal powders
and process materials for this industry appear to be available
in sufficient quantity at this time. The powder metallurgy
process minimizes energy expenditure during the conversion
of raw materials into finished products. In addition, most
metal powder producing processes are in fact recycling
systems, using scrap metal as a major raw material. The au-
tomotive industry has recently developed an increased interest
in the use of powder metallurgy processes and products in an
effort to conserve energy. Powder metallurgy eliminates the
energy requirements of melting and does not generate scrap in
making the finished product.
by Kempton H. Roll
Metal Powder Industries Federation
Rept. No. SAE-750101 ; 1975 ; lOp
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 165
VEHICLE TO VEHICLE COLLISIONS UTILIZING
ENERGY ABSORBING UNITS
*
A study was conducted to determine the feasibility of using
shock absorbers to decrease the aggressivity of the large car
towards the small car during a car-to-car collision at 40 mph.
In principle, this reduction of aggressivity of the large car im-
plies that the large car be crushed more during impact, thus
reducing the impact load transmitted to the small car. The
analytical-experimental technique used to predict the collapse
of two colliding vehicles equipped with energy absorbing units
involved the use of simulated vehicles consisting of lumped
masses interconnected with hysteretic plastic and elastic ele-
ments and absorbing units. Experimental data used as input to
the mathematical model consisted of the static force versus
crush characteristics of eight forestructural elements. The
crushable plastic elements considered were: the sheetmetal
HSL 76^
absorbers throughout the initial speed range. Decreased ;
gressivity of the larger car was clearly demonstrated. Increj
of the shock stroke was found to cause the large car to
crushed more in car-to-car collisions at speeds below 25 m\
It was also found that: the small car is generally accelerai
and crushed more severely than the large car; peak g load:
and average acceleration of the small car is reduced most s
nificantly using shock absorbers at speeds below 20 m]
shocks eliminate firewall crush in the large car; shocks
crease upper load path and center load path crush; and sho<
decrease the lower load path crush of the small car.
by R. M. Krupka; A. B. Krueger
Chrysler Corp.
Rept. No. SAE-750110 ; 1975 ; 16p 2refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 166
LARGE AND SMALL CAR ACCD3ENT
PERFORMANCE: A LARGE SCALE ACCIDENT
DATA BASE ANALYSIS
New York State has developed a system for examining
relationship between vehicle design and traffic crash incidei
and injury severity which uses a large volume accident d
base, including information from the appropriate vehicle rej
tration file, driver license file, and accident statistics file. D
from these separate files are merged to form an integra
data base. This data base made possible a study of the re
tionship between small car and large car accident performan
Accident involved vehicles were studied using such variab
as make, model year, shipping weight, and horsepower, i
accident data such as impact area, road conditions, and s
belt use. Severity of injury was measured by the percent
the accident-involved vehicles in which a fatal or serious in
ry occurred. The accident rate was measured by the number
accidents per thousand vehicle registration months. AnaTy
of two-car collisions demonstrated the relative superiority
the full size automobile. The percent of fatal and serious in
ry to the accident-involved driver not using a seat belt c<
sistently diminishes as the weight of the vehicle increas
Also, as a given vehicle is in collision with vehicles of progr
sively heavier weights, the severity increases, but not w
comparable magnitude and consistency. The only major exci
tion to this pattern occurred when the study vehicle weij
was smallest (between 1,000 and 1,999 pounds), in which
stance the injury severity rate was just as high when in co
sion with another light vehicle as with any heavier vehicle,
overall reduction in the percent of fatal and serious driver
juries was demonstrated when seat belts were used compai
to accidents where seat belts were not used. Seat belts w<
found to contribute to injury reduction even in the smal
cars.
by Basil Y. Scott
New York State Dept. of Motor Vehicles
Rept. No. SAE-750113 ; 1975 ; 8p
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
COMPATIBILITY BETWEEN BIG AND LITTLE
CARS
Hybrid front end car design provides a straight forward ap-
proach to achievement of compatibility during crashes
between the smallest and largest cars, as well as all other sizes
in between these extremes. Compatibility means optimal con-
ditions for occupant survival in frontal, side, and rear colli-
sions through a broad range of closure speeds and potential
obliquities. Hybrid front ends consist of designs producing pri-
mary load paths through short stroke, self force regulating
hydraulic cylinders in series with crushable structure. Com-
puter simulations of hybrid vehicles (with occupants) impact-
ing fixed rigid barriers were conducted. Data on the vehicle
and occupant displacements during a 45 mph barrier crash
simulation of a design hybrid car show that the occupant mo-
tion relative to the passenger compartment ceased before the
vehicle stopped. Simulations of aligned head-on crashes
between vehicles of different weight were also conducted to
verify the validity of apportionment of hydraulic stroke con-
tribution to total crash energy absorption in the larger hybrid
vehicles. In each case a vehicle weighing between 2,000 and
5,000 pounds was impacted against a vehicle weighing 1,500
pounds. These computer runs at design closing speeds con-
firmed the proper allotments of vehicle energy absorption,
showing crush in the lightest vehicle equal in magnitude to that
produced in fixed rigid barrier impact. It is concluded that the
hybrid front end design can achieve compatibility over wide
ranges of colliding vehicle mass ratios. The hybrid design ap-
proach offers the advantage of lowest required front end crush
dimensions to achieve any desired compatibility level. It pro-
vides assurance of efficient energy absorbing front end crush
at load levels produced by the crushing load level history of
the other vehicle if its structure is weaker than the supporting
structure of the hybrid.
by Jerome M. Kossar
National Hwy. Traffic Safety Administration
Rept. No. SAE-7501 14 ; 1975 ; 14p 6refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 168
HOW MUCH SAFER ARE YOU IN A LARGE CAR
A study was conducted to develop estimates of the national
distribution of fatalities classified by four age groups and two
vehicle size groups. The vehicle sizes used were large cars,
defined as standard model automobiles, and small cars,
defined as compact and sports models. Data from 16,003 ac-
cidents involving these cars sizes contained in the 1972 Texas
sample file were used for this analysis. This sample file
represents a regular sample of 5% of all involvements of cars
of those sizes which were reported by police departments in
Texas during 1972. An Automatic Interaction Detector (AID)
computer program used the dichotomous vehicle size as the
dependent variable and the following predictor variables: vehi-
cle damage area; damage extent; driver age group (16-24, 25-
34, 35-54, and 55 and over); driver sex; and driver injury
severity. The results of the analysis show that the probability
of receiving a fatal injury is greater in small cars than it is in
large cars. Small cars are disproportionately more lethal to
older drivers than large cars, evidently because of the older
driver's sensitivity to injury, since older drivers are involved
predominant increase in injury with age is in the chest,
shoulder, and upper back areas.
by James O'Day; Richard Kaplan
Highway Safety Res. Inst.
Rept. No. SAE-7501 16 ; 1975 ; 14p 2refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 169
EFFECT OF VEHICLE MIX ON TWO-CAR HEAD-ON
IMPACT
The comparative dynamic response of two cars differing in
mass and structural characteristics and impacting head-tin was
examined for various closing speeds and payloads through the
use of a computer simulation model. Dynamic response factors
include acceleration, velocity, and crush characteristics. The
closing speed, tire friction, weights, and structural charac-
teristics of the two cars impacting were found to affect the im-
pact responses and, in particular, the relative amounts of im-
pact energy dissipated by each vehicle. Because of this, vehi-
cle response during car-to-car impact generally differs from
that of barrier impact. For a given pair of vehicles, the
deceleration history following head-on impact was found to
depend on the closing speed rather than on their absolute
velocities. The duration of impact was found to be fairly in-
sensitive to impact speed for a given pair of cars. Head-on im-
pact of two cars which are not identical results in a bumper-
level crush distance generally different from the sheet metal
crush, and may vary as a function of closing speed. As a
result of the nonlinearity of vehicle crush characteristics, the
fraction of total impact energy dissipated by each car varies as
a function of their closing speed, except in the case of colli-
sion of identical vehicles, in which case each vehicle dissipates
half of the total impact energy. The dynamic impact response
of a vehicle was found to be affected much more by changes
in its own body weight (passenger load, luggage load, and op-
tions) than by corresponding changes in the weight of the car
it impacts. Increases in the body weight of a given car un-
dergoing head-on impact have the effect of shifting the ac-
celeration spikes to earlier in the impact. The development of
the mathematical simulation model and a mathematical
description of the characteristics of resistances are appended.
by Kuang-Huei Lin; Mounir M. Kamal; J. William Justnsson
General Motors Corp., Res. Labs.
Rept. No. SAE-7501 17 ; 1975 ; 16p lOrefs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 170
AN INVESTIGATION OF INTEGRATED
RETARDER/FOUNDATION BRAKE SYSTEMS FOR
COMMERCIAL VEHICLES
The potential usefulness of commercial vehicle brake systems
which integrate a hydrodynamic retarder into the foundation
brake system was investigated. A hydrodynamic retarder is a
device that utilizes viscous damping as mechanism for retard-
ing the vehicle. The damping fluid is cooled by means of the
engine radiator or a separate cooler in the case of a retarder
HS-018 171
HSL 76-C
equipped trailer. It is suggested that the hydrodynamic re-
tarder, when properly integrated into the foundation brake
system, will absorb as much as 90% of all braking energy in
typical-effectiveness stops for frame vehicles, and as much as
30% in the case of a retarder equipped tractor-semitrailer com-
bination. Analysis of the temperature response of foundation
brakes currently used on commercial vehicles indicates that
lower temperatures and less fade can only be achieved through
lower values of braking energy, and thus, less vehicle weight
and speed, or through increased levels of cooling capacity.
Present foundation brake designs do not allow economical in-
creases in convective cooling coefficient or cooling area. How-
ever, depending on the downhill operating conditions, the
proposed retarder may absorb all or a portion of the vehicle
braking energy. For economic reasons, the retarding capacity
must be a function of intended vehicle use, traffic conditions,
and other related factors. If the retarder/foundation brake
system is designed such that for any braking requirement the
hydrodynamic retarder is applied and then the foundation
brake, a truck brake system may be developed which will pro-
vide essentially fade free brakes and significantly extended
brake lining life. Foundation brakes weighing about 40% less
than present systems may be installed, since temperatures will
not increase during downhill braking, due to the absorption of
nearly all continued braking energy by the retarder. This
weight savings will more than compensate for the additional
weight of the retarder. It is suggested that additional optional
procedures in federal braking standards are needed to en-
courage the early development of safer commercial vehicles. A
future combination of integrated retarder/foundation brakes
with wheel-antilock control appears to be the ultimate in com-
mercial vehicle transportation safety.
by Rudolph Limpert
University of Utah
Rept. No. SAE-750126 ; 1975 ; lOp 36refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 171
THE DESIGN AND TESTING OF A COMPLETELY
WATERPROOF ELECTRICAL CONNECTOR FOR
AUTOMOTIVE USE
The requirement for a completely waterproof electrical con-
nector in automobiles was necessitated by the increased use of
electronic circuits requiring high circuit-to-circuit insulation re-
sistance. New approaches in materials selection and assembly
methods were needed to meet connector design objectives in
terms of temperature range, sealing ability, and ease of manu-
facture and assembly. The following aspects of the design ob-
jectives are described: temperature range; waterproofing; elec-
trical capability; terminal locking reliability; terminal mechani-
cal locking ability; terminal alignment; connector registration;
connector polarization; minimum number of functionally criti-
cal features; manufacturing feasibility; assembly feasibility;
external connector or terminal projections; terminal and con-
nector strength to resist rough handling; shipping protection;
connector mating force; terminal mating force; connector lock
feature; wire accommodation; terminal separation; terminal
serviceability; and post-molding. Following the tooling of the
parts, a test apparatus was built to test each of the sealing
improved parts were again tested separately and as a tol
unit. The final connector was found to completely seal out s;
water with soap as a wetting agent. The seals can be assei
bled automatically and the connection can be made by u
skilled personnel with no special tools and with the hi]
degree of reliability required by the automotive industry. T
system will maintain the seal over a temperature range of -
F to 300 F. Economics are in line with other automotive ty
connectors.
by Ronald F. Froats
Ford Motor Co.
Rept. No. SAE-750137 ; 1975 ; 8p
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 172
SURE-SEAL ENVIRONMENTAL CONNECTORS FOJ
AUTOMOTIVE ELECTRONICS
A new series of environmentally-sealed connectors has be
developed for automotive use. They are presently being us
on truck anti-skid brake control systems. The connect<
prevent the entry of moisture and dirt, and are resistant
hydrocarbon fluids used in and around motor vehicles, such
gasoline, motor oil, transmission fluid and other lubrican
The operating temperature is from minus 40 degrees C to p
105 degrees C. Stamped tin-plated contacts are supplied
reels for semi-automatic termination. The connectors plug ii
a sealed skid-control housing and mate with a matchi
header. The standard Sure-Seal connector consists of tv
three and four pin connectors. Sealing boots for jacketed cal
can be supplied. Special purpose connectors are also bei
made to fulfill specific requirements.
by David S. Goodman; Edgar Burns
ITT Cannon Electric
Rept. No. SAE-750138 ; 1975 ; 8p
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 173
ANAEROBIC ADHESIVES FOR SHEET METAL
ASSEMBLY
Anaerobic structural adhesives have been developed for use
many fields. Information regarding one anaerobic structu
adhesive which is designed to be used in a production envirc
ment for aluminum and steel sheet fabrication is present
The product was tested for durability, and tests were p<
formed on production-type surfaces. The tests included h<
aging, humidity resistance, weatherometer testing, and fatig
testing. It was found that the adhesive can be applied to vei
cal and overhead surfaces without sagging; the product has
indefinite open time; the product will work on mildly cc
laminated surfaces; the product comes ready to use and c
be dispensed from an air-operated caulking gun; and t
product, once applied, will not migrate prior to or during h<
July 31, 1976
curing. The product is called LO215 and is manufactured by
Loctite Corporation.
by Charles L. Karnolt
Loctite Corp.
Kept. No. SAE-750140 ; 1975 ; 7p
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 174
REV-74--THE UNIVERSITY OF CINCINNATI ATV
WITH INDEPENDENT SUSPENSION
A Recreational Ecological Vehicle (REV) design competition is
discussed and the six-wheeled, independently suspended all-
terrain vehicle designed by students at the University of Cin-
cinnati for the 1974 competition is described. The vehicle is
powered by a two cycle air-cooled engine coupled to twin
hydrostatic transmissions by a gear box. Power is provided to
the three wheels on each side by chain drives from the hydro-
static transmission on that side of the vehicle. Thrust in the
water is provided by a jet pump drive system engaged to the
engine. A low center of gravity is maintained by situating the
engine, gear-box, hydrostatic units and jet pump as close as
possible to the bottom of the vehicle. The general layout pro-
vides space for two passengers, both of whom have ample leg
room when seated to the rear of the vehicle. The engine, drive
train, suspension supports, payload weight, and body are car-
ried by an internal steel frame of welded construction.
by Ivan E. Morse; William R. Shapton
University of Cincinnati
Rept. No. SAE-750143 ; 1975 ; 8p
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 175
THE DESIGN OF A 4 WHEEL STEER-4 WHEEL
HYDROSTATIC DRIVE ALL-TERRAIN VEHICLE
FOR REV-74
The Recreational Ecological Vehicle (REV)-74 was an inter-
collegiate all terrain vehicle (ATV) design competition or-
ganized by the Milwaukee and Cincinnati Sections of the
Society of Automotive Engineers (SAE). Competing categories
of noise level, destructiveness to terrain and a 25-mile race
over land and water were part of the activities involved in the
competition. Michigan Tech designed and built a 4 wheel steer-
4 wheel hydrostatic drive ATV for REV-74. In the land race
competition, the hydraulic and steer systems performed per-
fectly. The four wheel steering minimized damage to the ter-
rain and gained the vehicle a first place in the non-destructive-
ness to the terrain category. In water, the vehicle had nine
inches of freeboard, allowing for stability, even in rough
water. Several production ATV designs and their specifica-
tions are reviewed and the final results of REV-74 are tabu-
lated.
by Fredric L. Kinney; Joseph C. Harp; John H. Johnson
Michigan Technological Univ.
Rept. No. SAE-750144 ; 1975 ; 12p 5refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975. Partly supported
by the Milwaukee Section of SAE.
HS-U18 I//
HS-018 176
ARIZONA STATE UNIVERSITY'S DESIGN
APPROACH TO THE REV 74 COMPETITION
The Milwaukee and Cincinnati divisions of the Society of Au-
tomotive Engineers sponsored a 1974 Recreational Ecological
Vehicle (REV 74) competition. Students from Anzona State
University designed an all terrain vehicle (ATV) with two
hydraulic circuits to provide high torque, low-speed per-
formance for steep grades with poor soil conditions, and a se-
ries circuit with relatively low torque, high-speed performance
for unhindered, cross-country driving. The ecological require-
ments of the competition involved two major considerations,
terrain destruction and noise pollution. One of the positive
results of the ATV competition was the experience gained by
students who were participating in vehicle design, and in the
fields of cost, environmental considerations, and hydraulic
system design. The Industrial Design Department at Arizona
State University considered the project sufficiently important
to adopt it as the basis for a two semester classroom design
project. For REV 74, the resulting ATV entry had u six wheel
hydrostatic drive, independent suspension, fore and aft com-
bined steering, and a water propulsion system.
by Michael J. Nielsen
Arizona State Univ.
Rept. No. SAE-750145 ; 1975 ; 6p
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 177
HYDROSTATIC DRIVE ALL TERRAIN VEHICLE
A hydrostatic transmission system designed and built for a six
wheel all terrain vehicle (ATV) is described. The drive train
basically consists of a gasoline engine, two pumps, and si
hydraulic motors, one for each wheel. The theoretical hoi
sepower required to get the maximum pressure of 3,00
pounds per square inch, and flow of 15 grams per mile pc
minute capabilities of the two hydraulic systems comprising
the transmission is 52.5 horsepower. The vehicle can accom-
modate one passenger. It weighs 725 pounds (329 kilograms)
empty and can achieve a top speed of almost 30 miles per
hour (48 kilometers per hour). The instrument panel includes
gauges for monitoring the hydraulic line pressures, flowrates
and oil temperatures under actual operation conditions. The
vehicle was subjected to an intensive testing program that in-
cluded vehicle climbing capability; control response; water and
wetmarsh terrain handling; downhill grade; and highspeed
turns. In all cases, the vehicle responded well, with the excep-
tion of turning. With equal pressure in all six tires, it was dif-
ficult to break the front and rear tires loose, especially if the
turn was initiated with the vehicle at rest. This problem was
eliminated by putting 8 pounds per square inch (psi) in the
center tires and 2 psi in the front and rear tires. Maximum
pump pressure that was recorded on the instrument panel was
2500 psi during a 360 degree turn. Typical pump pressures for
normal level ground driving were around 700 psi.
by Keith H. Hawks
Purdue Univ., School of Mech. Engrg.
Rept. No. SAE-750146 ; 1975 ; lOp
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975
Availability: SAE
HS-018 178
HS-018 178
NICKEL-ZINC STORAGE BATTERIES AS ENERGY
SOURCES FOR ELECTRIC VEHICLES
Factors influencing the transport output of battery driven
delivery vans of the 2 to 7 ton class are described. Taking into
account the energy densities of batteries, the probability of
their practical realization, the development costs and thermal
problems, as well as the payload and necessary range of
delivery vans in urban applications, a battery with an energy
density of 40-60 Wh/kg can serve as an energy source for a
practical electric vehicle. Tables show the development stage
and development costs of different types of batteries, includ-
ing a nickel/iron battery and a nickel/zinc battery which falls
into the 40-60 Wh/kg category, while remaining in a low-to-
medium cost range. Details of the nickel/zinc battery include
production cost estimates for using a zinc electrode, where the
solubility of the zinc is reduced by adding calcium hydroxide
to the electrode material. The nickel oxide electrode is manu-
factured by developing a nickel powder which can be easily
produced and whose shape and surface structure differ con-
siderably from the conventional carbonyl-nickel powder. It is
possible to obtain sintered plates by the usual process, which
excel by their high porosity and homogeneous pore structure.
by G. Kucera; H. G. Plust; C. Schneider
Deutsche Automobilgesellschaft Forschungslaboratorium
(Germany)
Rept. No. SAE-750147 ; 1975 ; lip 23refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 179
AN OVERVIEW OF THE SODIUM-SULFUR
BATTERY
The sodium-sulfur battery is distinguished from other seconda-
ry batteries primarily by its use of a solid electrolyte mem-
brane which provides for ion transport and separates the two
liquid electrodes, sodium and sulfur. At present, compositions
of sodium-lithium-aluminate are routinely fabricated into
ceramic electrolyte tubes with a resistivity of about 5 ohm-
centimeters at 300 degrees, a strength of greater than 14 kilo-
grams per square inch, and excellent durability in sodium-sodi-
um cells. In the area of powder preparation, the substitution of
a relatively inexpensive alumina for Linde C powder has not
had a deleterious effect on the final ceramic piece. The search
for acceptable materials to contain the sulfur electrode and/or
back the porous graphite felt is continuing. Whereas no materi-
als have yet been found which do not corrode, several metal
compounds show promise as conductive protective coatings,
including: vitreous carbon; aluminum based alloys; and
chromium, based on a comparison with vitreous carbon. Cell
testing results were encouraging. Sodium-sulfur cells were con-
structed which operated reproduceably and showed no signs of
deterioration after hundreds of cycles. Preliminary results in-
dicated that metallic impurities do not have a severely degrad-
ing effect on the conductive ceramic membrane.
by Steven A. Weiner
Ford Motor Co.
Rept. No. SAE-750149 ; 1975 ; lOp 5refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975. Supported in part
HSL 76-0'
HS-018 180
ADVANCED METHOD FOR REDUCTION IN AXLE
GEAR NOISE
The reduction of axle gear noise with the addition of a simpl
and inexpensive device mounted on either of two side flange
of the final drive is demonstrated. The causes of axle ge
noise with respect to vibration are considered to be: the benc
ing or torsional resonance vibration of the driveline; and th
bending resonance vibration for the transmission of vibratioi
An inertia disk was devised which makes it possible t
decrease the tooth contact force produced on the differentii
gear or to prevent that force from transmission to the floe
panel. Resonance frequencies are adjusted to prevent thei
from coming close to each other. The frequencies are move
to a desirable frequency range, and the vibration level i
reduced by damping. A torsional vibration mode is produce
on the driveline with three degrees of freedom. Generally, th
torsional vibration of the driveline is analyzed as a mass sprin
system. The addition of this device, with the resulting add
tional inertia mass, makes the driveline and its vibratio
nonsymmetrical with respect to the final drive. This has the e:
feet of decreasing the vibration level of the hypoid gear,
well as changing the resonance frequency of the driveline. .
theoretical proof is also given in which the approach is to trei
the noise not as associated with the final drive itself, but as
vibration problem in the driveline.
by Eiichi Abe; Hiroshi Hagiwara
Nissan Motor Co., Ltd., Yokosuka, Japan
Rept. No. SAE-750150 ; 1975 ; 15p Srefs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 181
WEIGHT REDUCTION OF AUTOMOTIVE PARTS B1
USE OF POLYPROPYLENE
Rising costs of fuel and manufacturing prices amplify the in
portance of finding lightweight, low cost materials which me<
strength and flexibility requirements. Specific automotive pan
in which polypropylene has been successfully used to reduc
weight illustrate how the proper selection of polypropylen
based materials was made and the parts designed to meet
range of typical automotive structural requirements. Thes
parts include: battery cases; air conditioner heater housing;
head lamp housings; fender extensions; decorative grill:
fender liners; fan shrouds; and exterior panels. Based on thes
successful uses, projections can be made for futui
polypropylene applications which offer additional potenti;
weight saving opportunities. A technique for assessing th
replacement of an existing material with a polypropylen
material to reduce weight is presented. This technique con
pares existing physical properties of both used and propose
materials, and calculates how part weight, cost, thickness, an
similar properties are affected. A table is provided whic
shows the calculated ratios for general property ratios of ne^
and old material; and the calculated ratios for 30 percent glas
reinforced chemically coupled polypropylene compared wit
steel.
by Robert H. Heinold
Hercules Inc.
Rept. No. SAE-750154 ; 1975 ; lip 4refs
July 31, 1976
HS-018 185
HS-018 182
WEIGHT SAVING APPROACHES THROUGH THE
USE OF FIBER GLASS-REINFORCED PLASTIC
Problems affecting the availability and cost of fuel have
caused automotive engineers to accelerate programs aimed at
making ground transportation more energy efficient. Reducing
vehicle weight is considered one of the most fundamental
ways to achieve this goal. Fiber glass reinforced plastic materi-
als offer a lightweight alternative for components which are or
were manufactured from steel. It is estimated that 400 pounds
on an automobile generally can be equated with 1 mile per gal-
lon of gasoline. Another estimate proposes that each additional
100 pounds results in a 0.4 mile per gallon decrease for sub-
compacts and 0.1 miles per gallon decrease on standard cars.
One of the most basic ways to reduce car weight is through
the substitution of sheet steel with lightweight fiber
glass/plastic. Other advantages of such a substitution include:
moderate tooling costs which allow for more frequent changes
in style and functional design; parts consolidation, whereby
subassembly is reduced or eliminated, and warehousing and in-
ventory are simplified; design flexibility; dimensional stability,
whereby fiber glass/plastic components perform over a wide
range of stress and temperature conditions; and chemical re-
sistance. Applications in the 1975 model year included 27 au-
tomobile models with front end panels of fiber glass-reinforced
plastic.
by Eldon D. Trueman
Owens-Corning Fiberglas Corp., Transportation Materials Div.
Rept. No. SAE-750155 ; 1975 ; 6p 6refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 183
Weight reduction on the automobile has become a critical
design priority in the automotive industry today. In addition to
this, the industry is faced with increased consumer demands
for fuel economy, and governmental demands for emission
control systems. Designers must look for materials which have
strong performance characteristics and low specific gravities
for lighter weight. Several thermoplastic resins are considered
in terms of their tough properties and economic applications.
NORYL, is a phenylene oxide based resin which offers struc-
tural strength at elevated temperatures; impact resistance at
minus 40 F, and dimensional stability in humidity. Parts
molded in NORYL resin may be chrome plated for high-ap-
pearance parts. VALOX, a polybutylene terephthlate ther-
moplastic polyester resin has property features that give this
engineering thermoplastic a significant advantage over other
materils, including high heat resistance of over 350 F, and is a
good choice for exterior body panels, fender extensions, head
lamp housings, and window louvers. LEXAN, a polycarbonate
thermoplastic resin is a virtually unbreakable material, in addi-
tion to having a high optical clarity for application in automo-
bile lenses. Uses of these products in the Pontiac Grand Am,
AMC Matador Coupe, Cadillac, and Chevelle are described.
by William J. Windscheif
General Electric Plastics
Rept. No. SAE-750157 ; 1975 ; lip
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 184
ESTIMATION OF CONTRIBUTED NOISE LEVELS
OF DIESEL ENGINE COMPONENTS FROM
VIBRATION MEASUREMENTS
An experimental technique for estimating the contributed noise
levels of diesel engine components is presented. The technique
predicts the contributed noise level in a reverberant acoustic
environment from vibration measurements made on the sur-
faces of the engine components and the use of simple acoustic
radiation theory. An experimentally determined value of the
radiation efficiency is used in calculating the contributed noise
levels. This value, determined for a high speed Vee form en-
gine, measures the mean square surface velocity of each en-
gine component, and along with a knowledge of the radiation
efficiency and the component surface area, estimates the noise
level. Although no rigorous error analysis has been done, ac-
curacy is probably within 1-2 decibels, providing enough mea-
surements are taken to ensure that a statistically reliable value
of space-time mean-squared velocity of the surface is used in
the calculation. This method is attractive because it involves
less experimental time, less material cost, and is easier to con-
duct than other experimental techniques.
by Andrew F. Seybert
Purdue Univ., School of Mech. Engrg.
Rept. No. SAE-750160 ; 1975 ; 8p lOrefs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 185
DESIGN OF ELECTRONICS FOR THE
AUTOMOTIVE ENVIRONMENT
The designer of electronic equipment for use in automobiles
must design much of the equipment for reliable operation
within the engine compartment, while at the same time main-
taining a low cost approach, considering the service facilities
available, considering automotive environment conditions, and
meeting the specifications of these conditions by the automo-
tive engineer. The general pattern of design procedures will
particularly stress the environmental testing and fault analysis.
A combination of design experience and failure analysis feed-
back allows components to be used reliably up to operating
limits. Because components are being operated near their
limits, a small increase in the specified operating temperature
may necessitate a change to more expensive components, and
for this reason automobile manufacturers should not allow
themselves safety factors on the temperature rating of the
equipment. It is much easier to design electronic equipment
for operation in passenger and luggage compartment environ-
ments, and substantial cost savings can be made bv allowing
HS-018 186
HSL 76-0'
electronics to be mounted there in preference to under the
hood.
by L. Phoenix
Lucas Electrical Co., Ltd. (England)
Kept. No. SAE-750162 ; 1975 ; I2p Srefs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 186
HOW THEY'RE USING ON-BOARD CRASH
RECORDERS TO PROBE PUZZLING QUESTIONS
ABOUT CAR SAFETY
About 1500 disk-type crash recorders are now in use in
government and commercial fleet vehicles under the terms of
a no-cost agreement with the National Highway Traffic Safety
Administration. The recorders note sudden changes in velocity
in three directions during an accident: forward/backward;
lateral; and vertical. Each measurement is made by means of a
magnetically damped accelerometer, consisting of a copper
coil suspended in a magnetic field. An aluminum stylus is at-
tached to the copper coil and is capable of signaling sudden
movements through the magnetic field. These movements are
recorded on a small disk of iron oxide/polypropylene material.
So far, the recorders have provided reliable, objective data,
making it possible to accurately state precise speeds at the
time of impact, a valuable tool in evaluating the usefulness of
safety belts and air bag equipment. Crash recorders have been
involved in more than 50 accidents severe enough to warrant
comprehensive investigations. In addition, the disk recorder
can provide data useful in improving the structure of automo-
biles.
by William Hoffer
Publ: Popular Science v207 n4 p94-5, 154 (Oct 1975)
1975
Availability: See publication
HS-018 187
1976 LICENSE PLATE DISPLAY REQUIREMENTS
The 1976 license plates display requirements for all 50 states
and the District of Columbia are given. Statistics include:
physical properties of the plates such as color, reflectorized or
non-reflectorized, and type of metal used; size of plate; bolt
holes spacing; plate position in relation to rear lamp; where
license plate is displayed; and general state requirements for
the fastening and display of plates.
Motor Vehicle Manufacturers Assoc. of the United States,
Inc.
1975 ;61p
Availability: Corporate author
HS-018 188
ROAD USER BEHAVIOUR AND TRAFFIC SAFETY:
TOWARD A RATIONAL STRATEGY OF ACCIDENT
PREVENTION
The question of road user behavior in the role of traffic safety
is presented with the case of a 34 year old woman who ex-
which was legally her fault. The woman demonstrated a lo\
tolerance for risk, while at the same time demonstrating coi
reel driving practices as far as speed limits and obedience t
traffic signals. This poses an interesting traffic education*
paradox: behavior in a common manner so that a driver's act
become more predictable to other road users versus roa
safety advantages if the average road user were characterize
by a low tolerance for risk. Publications in the area of roa
user psychology show a large number of extremely diversifie
theories, each focusing on a different cause for traffic a<
cidents. However, most theories are related to either thi
transient state of the organism, such as fatigue, alcohol, drug
or permanent state of the organism, including driver e;
perience, sex, age, and personality. Two more categoric
mental load and risk taking behavior, as well as social ii
fluence and social imitation, make up the bulk of the remaii
ing theories. The crucial role played by the tolerance for ris
in the causation of accidents is explained through an attem]
to integrate these existing theories of driver behavior in a cor
prehensive model. The model views the causation of acciden
as a homeostatically controlled process. According to tl
model, a driver perceives at any moment of his trip, a certa
amount of risk, which he compares with the amount of ri:
that he is prepared to accept. To the extent that the amount -
perceived risk is greater than the amount of risk tolerated, 1
will try to apply a greater amount of caution. Therefore, tl
real amount of caution depends upon the driver's ability
make the correct decisions and to execute them in an adequa
manner. Design of such a system, however, is not an ea:
matter, due to the fact that as drivers become aware of tl
reduction in the number of accidents after some time, tl
amount of generally perceived risk likewise diminishe
Frequency of accidents, therefore, will increase until the o
equilibrium is re-established.
by G. J. S. Wilde
Queens Univ., Studies of Safety in Transport, Kingston, Ont
K7L 3N6 Canada
1975 ; 42p 32refs
French summary. Partially supported by the Ministry of
Transport, Rd. and Motor Vehicle Traffic Safety, Ottawa,
Canada. Presented at the Annual Convention of the Dutch Re
Safety League, Amsterdam, 26 Apr 1975.
Availability: Corporate author
HS-018 189
FUEL CONSUMPTION OF TRACTOR-TRAILER
TRUCKS AS AFFECTED BY SPEED LIMIT AND
PAYLOAD WEIGHT. FINAL REPORT
The effect of speed limit and payload weight on fuel consum
tion was determined in tests of tractor-trailer rigs. Two vi
tually identical vehicles were used, one loaded with a 28, CK
pound payload and the other carrying 42,000 pounds. Eac
was driven over two different sets of terrain on the Ma
sachusetts Turnpike at simulated speed limits of 50, 55 and (
mph. Onboard Transportation Systems Center personn
recorded data on tank-measured fuel consumption, tr
average speed, and other vehicle parameters. An analysis <
the data led to the following conclusions: increased fuel coi
sumption results from higher speed limits in the range of 50 i
60 mph; terrain is an important factor in determining the effe
of speed limit on fuel consumption; and a payload increa;
from 28,000 pounds to 42,000 pounds is carried at no detect
ble increase in fuel consumption for the "hilly" route, and lei
than a 7 percent increase in fuel consumption for the route ii
thirteenth gear test data; median temperature test data;
average speed test data; analysis of variance summary; simple
main effects for vehicles and speed on different routes; and
Newman-Keuls test results for speed.
by Anthony J. Broderick
Department of Transportation, Transportation Systems Center,
Kendall Square, Cambridge, Mass. 02142
Kept. No. DOT-TSC-OST-75-3 ; 1975 ; 34p
Report for Dec 1973-Jul 1974.
Availability: NTTS
HS-018 190
VEHICLE-PAVEMENT INTERACTION STUDY.
FINAL REPORT
The final report on vehicle-pavement interaction research,
describing methods, procedures and results of a study begun
in September 1969 is presented. Investigations were made in
the laboratory on selected pavement surfaces including: belt
finished concrete; clay-filled tar; crushed limestone; hot mix
asphalt; chip seal gravel surface; and a lightweight asphalt-
concrete aggregate. Measurements were made on pavement
surfaces on Texas highways and on control surfaces con-
structed at the Texas A&M Research annex. The effect of
rainfall was examined and an equation was developed to relate
water depth to the friction properties of various pavement
types. Expressions were also developed relating pavement
characteristics to vehicle speed, and tire tread depth to skid or
friction number. Skid trailer friction data for combined sur-
faces were analyzed using a computerized multiple-regression
system to obtain the best fit of the data.
by R. M. Olson; J. H. Johnson; B. M. Gallaway
Texas A and M Univ., Texas Transportation Inst., College
Station, Tex. 77843
Rept. No. RR-138-7F; TTI-2-8-69-138-7F ; 1974 ; 73p 12refs
Sponsored by the Texas Hwy. Dept. in cooperation with the
Federal Hwy. Administration. Report for Sep 1968-Oct 1974.
Availability: Corporate author
HS-018 191
AN EXPERIMENTAL STUDY OF DRIVER AND
PEDESTRIAN INTERACTION DURING THE
CROSSING CONFLICT
A controlled experiment was conducted to determine the rela-
tive importance of pedestrian, vehicle, and situational factors
in influencing drivers to yield to crossing pedestrians. The fol-
lowing variables were combined in a complete factorial design:
type of crossing; distance between oncoming vehicle and
pedestrian; orientation of pedestrian; number of pedestrians;
and approach velocity of vehicle. Trained pedestrians (three
males) performed the start of an ordinary street crossing at-
tempt and interacted with regular drivers whose response was
measured in terms of changes in vehicle velocity. The experi-
ment was replicated at two sites for a total of 960 crossing tri-
als. The results show that drivers slowed down, or stopped
more, for crossing pedestrians when: the approach speed of
the vehicle was low; the crossing took place on a marked
crosswalk; there was a relatively long distance between the
vehicle and the pedestrian's point of entry into the road; a
group of pedestrians, rather than an individual, attempted to
down more than other drivers.
by A. Katz; D. Zaidel; A. Elgrishi
Publ: Human Factors v!7 n5 p514-27 (Oct 1975)
1975 ; 2trefs
Availability: See publication
HS-018 192
HOW TO OBTAIN THE RIGHT OF WAY: AN
EXPERIMENTAL ANALYSIS OF BEHAVIOR AT
INTERSECTIONS
Conflicts of interest over who shall assume the right of way at
unmarked intersections may be viewed as a subset of a more
general class of conflicts whose resolution is shaped by vari-
ous strategies of deterrence. In order to examine the effects of
five variables upon the determination of right of way, a simu-
lated driving situation was developed in the laboratory, involv-
ing the presentation of a series of slide photographs of two
vehicles, A and B, approaching an unmarked intersection.
Male (24) and female (24) subjects (S) were asked to act either
as the driver of one of the two vehicles (A) or as the observer
of both vehicles. In addition, the size of the second vehicle
(B), the sex of its driver, as well as driver B's maintenance or
avoidance of eye contact with A were varied. Ss predicted,
with greater confidence, that vehicle B would cross the inter-
section first (that driver A would be deterred from seizing the
right of way) when B was the same size as A, rather than a
vehicle either larger or smaller; when driver B was female,
rather than male; and when driver B avoided, rather than
maintained eye contact with A. In addition to these three main
differences, a number of interactions emerged between the eye
contact variable and one or more of the other four. Several of
these findings were interpreted as lending support to a previ-
ous researcher's description of the strategic efficacy of
"binding oneself" to a course of action.
by Jeffrey Z. Rubin; Bruce D. Steinberg; John R. Gerrein
Publ: Perceptual and Motor Skills v39 n3 pi 263-74 (Dec 1974)
1974 ; Iprefs
Availability: See publication
HS-018 193
THE EPIDEMIOLOGY OF POLE CRASHES
Data from traffic accident information forms completed by po-
lice officers were used to study the epidemiology of collisions
between motor vehicles and poles in New South Wales, Aus-
tralia. More than half of these crashes in 1973 involved casual-
ties. Collisions with poles were about three times as serious as
the average crash in terms of fatalities and account for about
one in sixteen traffic crash fatalities. In New South Wales dur-
ing 1973 there were 2,557 crashes reported involving single
vehicles colliding with poles (2.1% of all reported traffic
crashes). These crashes accounted for 6.4% of all fatal crashes
and 4.6% of all non-fatal casualty crashes. Collisions with
poles constituted the largest single category of vehicle-object
crashes and more than half involved casualties. The cost of
pole crashes in New South Wales was estimated to be about
eight million dollars, or about nine dollars for each roadside
pole in the state. These crashes occurred disproportionately in
the late night-early morning period, on weekends, in fine dry
weather, and on straight or curved road segments. Alcohol ap-
17
HS-018 194
HSL 76-0
pears to have played a strong causal role in the occurrence of
pole crashes, being present in about one in six crashes, and in
the blood of two-thirds of pole crash fatalities. It is suggested
that existing technology is such that poles could be modified,
removed, or replaced to provide greater impact protection.
Since collisions with objects other than polesexcept trees-
were less dangerous, the removal of poles is not Likely to
simply transfer casualties from one crash type to another. It is
recommended that a pilot program of pole modification be in-
itiated in order to evaluate the cost-effectiveness of such
modifications. Accident, injury, and fatality statistics resulting
from pole collisions in the years 1964-1974 are tabulated. In
addition, 1973 statistics are tabulated for vehicle-fixed object
crashes, pole collisions by time of day and day of week clas-
sified as fatal or non-fatal, numbers of pole collision fatalities
and non-fatal casualties, pole crashes by month, class of road
user, age and sex of fatalities, speed limit, vehicle type,
weather conditions, highway characteristics, road conditions,
sobriety, driver license status, seat belt usage, blood alcohol
levels, type of pole and pole damage, and data from electricity
supply authorities.
by Rodney G. Vaughan
Department of Motor Transport, Traffic Accident Res. Unit,
Box 28, G.P.O., Sydney, 2001 Australia
Rept. No. 3/75 ; 1975 ; 115p 26refs
Availability: Corporate author
HS-018 194
FACTORS CONTRIBUTING TO THE REDUCTION
OF MOTOR VEHICLE TRAFFIC FATALITIES
(JANUARY-APRIL 1974 VS JANUARY-APRIL 1973)
The sharp decline in motor vehicle fatalities which occurred in
the first four months of 1974 was investigated. Traffic accident
fatalities declined by 24% as compared to the same period in
1973. Preliminary analysis of the reduction of fatalities in-
dicates that the following factors contributed to this decline:
reduction in speed, resulting from the institution of the speed
limit; reduction in the availability of gasoline, and therefore of
travel; reduction in average occupancy; changes in day and
night travel patterns; change in the type of road used; and in-
creased use of safety belts. Estimates based on the distribution
of speeds preceding fatal accidents together with speed trend
studies, injury-to-death ratios, and other supporting evidence
indicate that the imposition of the 55 mph speed limit accounts
for about 11% of the decrease from the 1973 total fatalities
(that is, almost half of the total decline). While driver deaths
decreased by 23%, passenger deaths declined by 33%, indicat-
ing a decline in the average occupancy of vehicles. There ap-
pears to have been a larger decrease in nighttime travel than in
daytime travel.
National Safety Council, Statistics Div., Chicago, 111. 60611
1974 ; 16p lOrefs
Availability: Corporate author
HS-018 195
FACTORS CONTRIBUTING TO THE REDUCTION
OF MOTOR VEHICLE TRAFFIC FATALITIES (MAY-
AUGUST 1974 VS MAY-AUGUST 1973)
During the four month period May through August 1974 the
for 1973. Speed reduction appears to have been the largest sir
gle contributing factor, accounting for over half of the f atalit
reduction (10% out of the 17% total). The effect of spec
reduction on traffic fatalities was analyzed using data on tt
accident rate and mileage on rural roadways, estimating tl
expected number of fatalities based on changes in total rur
mileage, and comparing this estimate with actual fatalitie
Three other factors were estimated to have contributed 2'
each to the total reduction: changes in the amount and circur
stances of travel, reduced average occupancy of passeng'
cars, and increased use of safety belts in 1974 model autom
biles. Night travel appears to have decreased, as has the pr
portion of driving done at night. Passenger fatalities decreas<
21% during this period, while driver fatalities decreased on
15%, indicating a decline in the average occupancy of autom
biles. The seat belt interlock system used on 1974 model ca
doubled the use of restraints on these models compared
older ones. While comparisons between the first four mont
of 1973 and 1974 showed a 24% reduction in fatalities for ti
latter year, less than half of the total reduction was attribute
to lower speeds. During the May through August period, low
speeds appear to be responsible for more than half of the toi
decrease. The first four months of 1974 showed a 6.2
decrease in mileage from the corresponding 1973 period ai
the second four months showed only a 1.8% decrease. The t
feet of the average occupancy of passenger cars al
decreased from the first four month period to the second. T
effects of the seat belt interlock system increased due to t
increased number of 1974 model cars in use on the highway.
National Safety Council, Statistics Div., Chicago, 111. 60611
1975 ; 17p 9refs
Availability: Corporate author
HS-018 196
ALCOHOL AND DRIVING: A SURVEY OF
PROSECUTION AND DEFENSE ALCOHOL
ESTIMATIONS
The results from a laboratory dealing with defense samples
blood and urine taken for the purposes of the former Briti
Road Traffic and Safety Acts and for the present Road Traf I
Act (1972) were compared with the results from a laborato
dealing with such samples for the prosecution. Although bo
laboratories have samples in common, they are not duplica
surveys. The samples of blood and urine were analyzed f
ethyl alcohol using a technique involving a mechanical dilutii
of the blood with a solution of n-propanol in water followi
by gas chromatography and instrumental peak area estimatio
A statistical examination of the results of the surveys of ra
dom samples of male defense and prosecution samples shoA
the mean values to be significantly different. The fact th
defense samples are analyzed only if the defendant wishes
(and only about 11% so choose) accounts for this difference
results. An examination of the much smaller number of sai
pies of female blood shows that for defense samples there
no statistically significant difference between male and fema
blood alcohol levels, but for prosecution samples the d:
ference is significant. Only 1 to 2% of tested drivers we
female, while women account for about 25% of all drivei
Although the alcohol content of prosecution and defense sai
pies has fallen by about 25% since the enactment of the Ro;
Safety Act, it is suggested that this lower figure is merely tl
result of gathering samples from drivers with lower alcoh
July 31,1976
HS-018 199
troduction of breath tests and permissible levels of alcohol has
had no continuing effect on the reduction of the average al-
cohol levels in drinking drivers. The apparent failure rate of
the breathalyzer, in terms of numbers of people below the
statutory limit taken for blood sampling, is slightly lower than
expected. The sampling and packing techniques have been
shown to be effective, there being only a trivial failure rate
and interference rate.
by J. S. Oliver; E. Sloan; Hamilton Smith; W. J. Rodger
Publ: Medicine, Science and the Law, v!5 n3 p211-7 (Jul 1975)
1975 ; 4refs
Availability: See publication
HS-018 197
DRINKING-DRIVING AND FATAL CRASHES: A
NEW PERSEPCTIVE
A discussion of the role of alcohol in fatal traffic accidents is
presented. Although it is widely believed that 50% or more of
the total traffic deaths are related to alcohol and that the
problem drinker is responsible for about 33% of all traffic
deaths, there is no objective research to support these beliefs.
It is suggested that as more sophisticated and objective infor-
mation becomes available that proportion of fatal crashes in-
volving alcohol in some causal manner will be found to be on
the order of 25 to 35%. If a 30% figure is accurate, there must
be other major factors causing traffic fatalities which are cur-
rently being ignored. Differences between drunken driving, in-
volving a blood alcohol concentration (BAG) of 0.10% or
more, and driving with lower BAG levels must be recognized.
Although available information shows that about 90% of drun-
ken drivers and 80% of drivers with a positive BAG below
0.10% are responsible for their own crashes, more than 70% of
sober drivers are also responsible for their own crashes result-
ing in death. Fatal accidents should be considered as being
quite different from collisions in general, and they probably
require different countermeasures. In addition, BACs below
0.05% are not related to collisions in general, and the level at
which alcohol becomes a significant factor in fatal crashes is
probably at 0.10% or higher. Research indicates that it is not
alcohol, per se, which leads to serious or fatal crashes, but al-
cohol in combination with other characteristics that make them
high-risk drivers. Available literature indicates that at least
80% of all drinking drivers in fatal crashes have BACs of
0.10% or higher and that more than half of all drinking drivers
in fatal crashes have BACs of at least 0.15%. Using these
figures to determine the percentage of fatal accidents in which
alcohol plays a causal role shows that only about 30% of traf-
fic deaths can be attributed to alcohol.
by Richard Zylman
Publ: Journal of Alcohol and Drug Education v21 nl pl-10
(Fall 1975)
1975
Presented to the San Diego Summer School of Alcohol
Studies, University of California at LaJoIla, 26-30 Aug 1974.
Availability: See publication
HS-018 198
SEAT BELTS: CHANGING USAGE BY CHANGING
BELIEFS
A model to predict seat belt use, based on a linear combina-
tion of beliefs about discomfort when wearing seat belts and
beliefs about injury-reducing effects of seat belts, was tested.
A group of 154 employees of a large steel company, all non-
users of seat belts, were randomly assigned to one of six
groups receiving one or a combination of the following treat-
ments: verbal information stressing the role of seat belts in
reducing injury; nonverbal practice in seat belt use; verbal in-
formation irrelevant to seat belt use; or no treatment. Beliefs
were measured by responses to questions about discomfort
and effect variables. Seat belt usage was measured by direct
observation at the steel plant's parking lot. Groups receiving
seat belt information had the most favorable post-test beliefs
and displayed the greatest increase in seat belt usage, although
the effects generally decreased over time. It is concluded that
the weighted sum of the discomfort and the effect factors can
be viewed as a determinant of the disposition for seat belt use.
Actual usage for a given individual in a particular situation
would then depend on his/her value of seat belt disposition,
resulting from his/her beliefs, in relation to the situational dif-
ficulty. The information provided in these experiments made
some subjects attain the level of disposition plus effect neces-
sary to exceed the threshold posed by the situation. While the
discomfort factor and the discomfort plus effect model were
found to be equally predictive, the effect factor was predictive
only at low values. It is suggested that a multiplicative model
for combining discomfort and effect would be superior to the
proposed linear model.
by Gunilla Fhaner; Monica Hane
Publ: Journal of Applied Psychology v60 n5 p589-98 (1975)
1975 ; llrefs
See HS-015 623 for earlier report.
Availability: See publication.
HS-018 199
TRAINING A PATIENT TO DRIVE WITH
TELESCOPIC LENSES
An interdisciplinary approach to licensing partially-sighted in-
dividuals to drive is discussed. The first step in such an ap
proach is a thorough optometric evaluation to determine tl
level of correction possible with telescopic lenses and tl
capability of obtaining full field vision. Following such oj_>
tometric evaluation, the individual should be interviewed by a
special education instructor in order to determine the in-
dividual's potential for driving abilities and motivations.
Screening tests can be administered to determine knowledge of
traffic safety and recognition of and reaction to road condi-
tions. Road performance tests can also be administered by the
special education instructor. A clip-on bioptic device loaned to
the individual can be used to help him learn to spot road
hazards, signs, and other objects relevant to driving while a
passenger in a car, providing an early simulation of the driving
experience. The special education instructor can then train the
individual, using a dual-control vehicle. The special education
instructor should then administer an extensive road test in the
individual's own car to evaluate driving performance. The road
test administered by the driver licensing agency should be su-
pervised by a person familiar with telescopic spectacles and
should provide an extensive evaluation of the individual's
ability to handle a car under every imaginable road condition.
A conference among the optometrist, special education in-
structor, and official from the licensing agency should then be
held to decide upon any special restrictions to be placed on
the license. No night driving is probably the most common
restriction to date. The case of one partially-sighted patient is
related to illustrate how this program can work. This three-
HS-018 200
HSL 76-07
way program assures that only safe, reliable, and competent
drivers will be licensed to drive, while providing driving op-
portunities for those partially-sighted individuals who can
qualify for and pass this extensive training program for driving
with telescopic lenses.
by Randall T. Jose; James H. Butler
Publ: American Journal of Optometry and Physiological Optics
v52 n5 p343-6 (May 1975)
1975 ; 3refs
Availability: See publication
HS-018 200
THE EFFECTS OF MANDATORY SEAT BELT
WEARING ON THE MORTALITY AND PATTERN OF
INJURY OF CAR OCCUPANTS INVOLVED IN
MOTOR VEHICLE CRASHES IN VICTORIA
In order to assess the effect of seat belt wearing on the
number and severity of injuries received in motor vehicle ac-
cidents, a series of motor vehicle crash patients admitted to
Preston and Northcote Community Hospital, in Victoria, Aus-
tralia, were analyzed during the period July 1970 to December
1973. Following the introduction of compulsory seat belt wear-
ing legislation in 1970, adult car occupant deaths fell by
between 15 and 20% during the first 12 months and has
remained at this lower level since. The hospital survey demon-
strated significant variations of major injury patterns, not only
for the broad groups of road users, but also in relation to the
nature of the collision and, in the case of car occupants, the
use of or non-use of a restraint. Although there has been a
slight increase in the number of patients attending the hospital
for treatment following motor vehicle accidents, there has
been a significant decrease in the number of patients admitted
since the passage of the legislation. There has been an effec-
tive reduction in the number of deaths and serious injuries of
adult car occupants involved in crashes, but the death rate for
children under the age of 8 years has remained unchanged.
Only about 5.5% of children in this age group are restrained
while travelling in motor vehicles. In frontal impacts, there has
been a remarkable reduction in the severity of injury, particu-
larly with regard to severe facial lacerations, major eye inju-
ries, multiple fractures of the face, and severe head injuries.
However, with side impacts the occupant is still relatively un-
protected and the number of severe injuries remains high and
relatively uninfluenced by the wearing of seat belts, apart
from a real reduction in the number of major head injuries. It
is recommended that the present design of lap-sash seat belts
be improved through the addition of features designed to
reduce the incidence of injuries caused by lap-sash seat belts
themselves in frontal impacts and to better protect the occu-
pant in side impact and overturning crashes. About 10% of car
occupants admitted to the hospital after frontal impact ac-
cidents showed injuries directly attributable to the wearing of
seat belts, although the seat belt probably prevented other,
more serious injury.
by G. W. Trinca; B. J. Dooley
Publ: Medical Journal of Australia vl p675-8 (31 May 1975)
1975
Availability: See publication; B. J. Dooley, 141 Grey St., East
Melbourne, Vic. 3002 Australia
HS-018 201
MOTORCYCLE TRAUMA
A retrospective study was conducted on 324 patients hospital-
ized at the Naval Regional Medical Center in Oakland, Califor-
nia, as a result of motorcycle trauma during the period July
1971 through July 1973. Of the 324 injured, 304 were drivers
and 20 were passengers. Of the total injured, 141 required no
major surgery, 127 required only one procedure, 52 required
two to five operations, and four required six or more
procedures. Ten of the patients died. There were 240 major
fractures, and multiple fractures were common. Amputations
were required for 15 patients. Abdominal and thoracic injuries
were relatively uncommon. Central nervous system injuries
were frequent, with 83 patients experiencing at least transient
unconsciousness. Forty-two had some permanent residual disa-
bility. Efforts to decrease the number and severity of motorcy-
cle injuries should include: education of the public regarding
the hazards of motorcycling; encouraging the wearing of pro-
tective equipment by cyclists; the establishment of motorcycle
driver education classes at schools; and the requirement of
specific licensing of all motorcycle drivers by each state.
by R. M. Deaner; V. H. Fitchett
Publ: Journal of Trauma v!5 n8 p678-81 (Aug 1975)
1975 ; 5refs
Supported by the Navy Dept., Bureau of Medicine and
Surgery.
Availability: See publication; Publications Office, Clinical
Investigation Center, Naval Regional Medical Center,
Oakland, Calif. 94627
HS-018 202
EMERGENCY MEDICAL TECHNICIAN (EMT-A)
TRAINING IN A MEDICAL SCHOOL
ENVIRONMENT
All persons who transport sick or injured people in Connec-
ticut are required to have 81 hours of emergency medical
training for emergency medical technicians (EMT) beyond a
standard 40 hour first-aid course. The University of Connec-
ticut Health Center in Farmington offers EMT courses for am-
bulance personnel in the Hartford region. Teachers in the pro-
gram include medical faculty, emergency room nurses, and
Health Center rescue team members. Other specialists may
lecture on topics in their particular fields. In addition to writ-
ten tests, practical examinations involving simulated emergen-
cies are administered. These practical situational exams in-
volve both team and individual efforts and performance. Prac-
tical teaching is achieved using videotape equipment and small
group analysis of performance. Students approach the
problems as realistic challenges. Broad ranges of educational
and linguistic backgrounds can be easily accommodated in the
program. Untoward facial expressions and talk, lack of or-
ganization, and lack of communication between team members
and simulated victims rapidly disappear. The course includes a
three hour session weekly for 22 weeks, plus work time with
the videotape. High levels of teaching and performance train-
ing success have been achieved and good relations have
developed between the university health center and the com-
munities served by the program.
by George M. Watkins; Gregory N. Metcalf; Louis G. Audette
Publ: Journal of Trauma v!5 n9 p772-8 (Sep 1975)
1975 ; 5refs
Presented at the Annual Session of the American Assoc. for
the Surgery of Trauma, (34th), Hot Springs, Va., 17-19 Oct
1974.
Availability: See publication; George M. Watkins, University
of Connecticut Health Center, Farmington, Conn. 06032
HS-018 203
SNOWMOBILES. STILL ON THIN ICE
The machine and driver factors that continue to contribute to
hazards in snowmobile use are discussed. In 1973, 19,000 peo-
ple were sent to hospital emergency rooms for injuries
received while riding in a snowmobile, and during the 1974-75
season, there were 170 snowmobile fatalities. Several snowmo-
bile accidents are examined, and the contributing causes and
their possible prevention are discussed. Major factors are: too
high a center of gravity and poor suspension system on the
vehicle, lack of driver education, and scarcity of safe trails.
The following recommendations are made to snowmobile
owners: purchase industry-certified models only; don't buy
more machine than you need; learn to ride before you take
your snowmobile out on the trail; find out where the safe trails
are and use only those; dress properly; wear earplugs to pro-
tect your ears from excessive noise; protect your back by
learning to post over rough terrain; never travel long distances
by yourself; carry emergency equipment along with you; and
leave alcoholic beverages at home.
by Gurney Williams, 3rd.
Publ: Family Health v8 nl p32-4, 66, 68 (Jan 1976)
1976
Availability: See publication
HS-018 204
AN EVALUATION OF THE EFFECTS OF TREAD
DEPTH, PAVEMENT TEXTURE, AND WATER FILM
THICKNESS ON SKID NUMBER-SPEED GRADIENTS
A total of 31 sites representing the types of pavement surfaces
on the highways of Virginia were tested with a skid trailer at
30, 40, 50, 60, and 70 mph in an effort to: determine the in-
fluence that tire tread depth, pavement texture, and water film
thickness have on the deterioration of skid numbers with in-
creasing test speeds; and develop curves which will provide a
means of predicting skid numbers for given combinations of
these factors other than those employed during testing. The
tests employed six tire conditions (tread depths from new to
bald) and four water conditions (depths of .020, .015, .030, and
.040 inch). It is concluded that: high skid number-speed
gradients are common to pavements that do not contain a rela-
tively high degree of macrotexture; the slope of the skid
number-speed gradient curve decreases with increased
macrotexture; pavements that have essentially the same skid
number-speed gradients can have quite different relationships
between treaded and bald tires; a low macrotexture-high
microtexture surface provides the best skid resistance at low
speeds; grooving does not greatly influence the skid resistance
or the skid number-speed gradient slope for treaded tires, but
does manifestly increase the skid resistance for bald tires; the
skid number-speed gradient curves developed in this study can
be used for speeds other than the ones tested; the skid number
decreases as the test tire tread decreases; after a tire has worn
beyond 3/32 inch tread depth, it has a high reaction to pave-
ment macrotexture and should not be used for routine testing;
and because of the small change in skid number with a change
in water film, a normal fluctuation in water output by the test
trailer should not be a matter of concern.
by David C. Mahone
Virginia Hwy. and Transportation Res. Council, Box 3817
University Station, Charlottesville, Va. 22903
Kept. No. VHTRC-75-R40 ; 1975 ; 200p 7refs
Prepared in cooperation with the Federal Hwy.
Administration.
Availability: Corporate author
HS-018 205
VEHICLE NOISE ENFORCEMENT
On January 1, 1968, California entered the field of enforcing
motor vehicle noise limits by the use of sound level meters.
The current vehicle noise measurement operations, conducted
on a smooth paved surface with a microphone located 50 feet
from the centerline of travel of the vehicle, are described, and
a brief history of the attempts by the state to use sound level
meters for noise enforcement is provided. The program met
with several problems; chief among them was the lack of
readily available highway measurement sites and the dif-
ferences in city and highway noise levels. California's noise
enforcement system is practical, although problems still
remain. Motorcycle manufacturers are warning dealers and
customers not to modify the vehicles to produce noise. Adver-
tisements for loud mufflers in magazines have shown a sub-
stantial drop. The legislature and different departments of the
state are moving in directions to further improve the effective-
ness of the program and to bring about quieter vehicles on
streets and highways.
by Warren M. Heath
Publ: Water, Air, and Soil Pollution v4 n3/4 p329-42 (Jul/Aug
1975)
1975 ; lOrefs
Availability: See publication
HS-018 206
BICYCLE-MOTOR VEHICLE ACCD3ENT TRENDS IN
THE CITY OF MILWAUKEE. 1971-1973
An increase in both bicycle usage, and bicycle-vehicle ac-
cidents reported in Milwaukee in the three-year period from
1971-1973, led to an analysis of accident report studies to
determine trends in accidents of this type during that time
period. Tabulations were taken on bicycle accidents by:
month; time of day; light conditions; age of the bicyclist; type
of failure of the bicyclist; type of failure of the vehicle driver;
type of road conditions; and type of injury to the bicyclist. It
was concluded that: more adults are using bicycles; bicycles
are being used more often in evening hours than previously;
usage has extended into the late fall, early spring and winter
months; ridership increased during other than perfect weather;
requirements to obey traffic control devices.
by Elton G. Diehl
Bureau of Traffic Engineering and Electrical Services, Res.
and Planning Section, Milwaukee, Wis.
1975 ; I2p
Availability: Corporate author
HS-018 207
AN EVALUATION OF STATE TRAFFIC SAFETY
INFORMATION AND EDUCATION PROGRAMS
A total of 71 separate state agencies producing traffic safety
information and educational material and representing 46
states and the District of Columbia are included in this study
of state traffic safety information and education programs.
Most of the traffic safety information and education officials
represented in this study see their job as being a part of an
overall traffic safety program which may also include enforce-
ment activities, improving of highways, improving emergency
medical services, the actions of the judiciary, striving for safer
vehicles, and better licensing procedures. Within the area of
information and education, the majority of officials feel it is
their job to increase public awareness of the traffic accident
problem. In summarizing specific points, the study shows that:
there is sometimes a duplication of effort within many states
in the field of information and education; efforts are some-
times unorganized and superficial; and often informational
campaigns are not coordinated with any other traffic safety
countermeasure. Daily and weekly newspapers are still the
most widely used media in conveying traffic safety informa-
tion, with radio and television growing in usage. Use of out-
door advertising is decreasing due to state and Federal pres-
sure limiting outdoor advertising. More than half of the agen-
cies replying to the survey produce an employee or public traf-
fic safety publication on a regular basis, and most were in-
volved in some type of educational activity within schools,
civic and social groups. Responding officials felt that the press
and radio were most successful in building traffic safety
awareness among the public. The majority of work is directed
at the problem of drinking and driving, with educating the
public as to traffic legislation second and the problem of
speeding third. Nearly twice as many of the officials polled
felt that traffic safety information and education aimed at
specific problems was more successful than more general cam-
paigns and had some type of response to indicate success in
that particular area.
by Clark Germann
Wyoming Hwy. Patrol, P. O. Box 1708, Cheyenne, Wyo. 82001
1974 ; 37p 4refs
Availability: Corporate author
HS-018 208
CHARACTERISTICS OF VEHICLES OWNED BY
"DRUNKEN DRIVERS" IN NEW YORK STATE
A survey was made of the characteristics of automobiles
owned by drunken drivers in New York State. Data was
produced using the data retrieval system developed under the
Vehicle Safety Design Surveillance System (VSDSS) which
contains information related to vehicles, drivers and accidents.
Drivers were from two groups: those with a conviction for
"driving while ability impaired by alcohol"; and those without
including American and foreign model cars; model year (196'
1971); and vehicles involved in accidents by model yea
weight, horsepower, and county. The data demonstrated th;
vehicles owned by persons with drinking convictions differe
from those owned by persons without such convictions b
make, year, weight, and horsepower. Drivers with drinkir
convictions were found to own a greater proportion <
domestic cars and cars of the 1965-1967 model years, heavii
vehicles, and vehicles of 175 horsepower or more. A sul
sequent report, using the data bank used in this study, show*
that occupants of heavier vehicles were less likely to e:
perience serious injury than occupants of lighter vehicle
Reasons for differences in the type of car owned by the tw
groups is not inferrable from the data, but it is suggested th
persons with drinking problems possess socio-econom
characteristics which lend themselves toward owning vehicli
of a certain type.
by Charles W. Bostick; D. Barry Negri
New York State Dept. of Motor Vehicles
Rept. No. RR-1973-10 ; 1973 ; 17p
Availability: Corporate author
HS-018 210
AN ANALYSIS OF THE RELATIONSHIPS BETWEEP
THE RENEWAL RULES TESTS AND THE ACCIDEN
AND VIOLATION HISTORIES
Data were collected from all renewal driver licensing app
cants who presented themselves during a one-week period
January, 1973, in North Carolina, about 12,000 applicants
all. Data available for analysis included: driver history reco;
of accidents and violations of the four preceding years; info
mation on age, sex, race, level of education, amount of dri
ing, and age of the car of the driving applicant; and the ne
renewal tests, which were being analyzed to test the relatio
ship between the renewal test and accident and violation hist'
ries. Each of the new tests consisted of 25 multiple choic
items. In general, the results obtained on the new tests we;
more positive than the tests they replaced. However, in the
current form, the new renewal tests possess limited capabilii
for predicting accidents and/or violations, so their applicatic
as screening tests is limited. The new renewal tests possess^
a unifactor structure. A more comprehensive driver licen:
evaluation system should contain: a measure of current drivir
rules to insure that the applicant is up-to-date in law and rul<
of the road; a measure of the applicant's knowledge of c;
handling techniques under emergency situations; a measuj
designed to increment the accident-violation predictive capi
bility of the system; and an experimental set of test items 1
increase the understanding of the relationships important i
preventing accidents and violations.
by F. Reid Creech; Jerilee Grandy
Educational Testing Service, Princeton, N.J.
Rept. No. PR-74-10 ; 1974 ; 66p 3refs
Availability: Reference copy only
HS-018 211
COMPARISON OF HUMAN DRIVER DYNAMICS IN
AN AUTOMOBILE ON THE ROAD WITH THOSE IN
VISUAL DISPLAYS
A comprehensive program exploring driver/vehicle system
response in lateral steering tasks was initiated in which
driver/vehicle system describing functions and other dynamic
data were gathered in several milieux. These included: a sim-
ple fixed base simulator with an elementary roadway delinea-
tion-only display; a fixed-base statically operating automobile
with a terrain-model-based, wide angle projection system dis-
play; and a full-scale moving-base automobile operating on the
road (a 1974 Chevrolet Nova). Dynamic data with the two-
fixed base simulators compared favorably, implying that the
impoverished visual scene, lack of engine noise, and simplified
steering wheel feel characteristics in the simple simulator did
not induce significant driver dynamic behavior variations. The
fixed-base versus moving-base comparisons showed substan-
tially greater crossover frequencies on the road course, which
can be ascribed primarily to a decrease in the driver's effec-
tive latency for the moving base. When considered with previ-
ous data, the moving-base full-scale versus fixed-base simula-
tor differences are ascribed primarily to the motion cues
present on the road course rather than to any visual field dif-
ferences.
by Duane T. McRuer; Richard H. Klein
Systems Technology, Inc., 13766 South Hawthorne Blvd.,
Hawthorne, Calif. 90250
Contract DOT-HS-359-3-762
1976 ; Ilp9refs
Prepared for presentation at the 55th Annual Meeting of the
Transportation Res. Board, Washington, D.C., 19-23 Jan 1976.
Availability: Reference copy only
HS-018 212
TEST PROCEDURES AND PERFORMANCE
MEASURES SENSITIVE TO AUTOMOBILE
STEERING DYNAMICS
A maneuver complex, and related performance measures used
to evaluate driver/vehicle system responses as effected by
variations in the directional response characteristics of pas-
senger automobiles are described. The complex consists of
normal and emergency maneuvers (including random and dis-
crete disturbances) which, taken as a whole, represent all
classes of steering functions and all modes of driver response
behavior. Measures of driver/vehicle system response and per-
formance in regulation tasks included direct describing func-
tion measurements and yaw velocity. In transient maneuvers,
measures such as steering activity and cone strikes were used.
It is concluded that: measurements of closed loop-driver
response characteristics in full-scale road tests showed cros-
sover frequency, phase margin, response latency, and closed-
loop damped natural frequency to be important driver
response parameters; the key vehicle parameters were the
overall steering gain of the car, the gain between the steering
angle and the resulting yaw velocity response of the car and
the closed-loop path mode time constant which is reflected by
the yaw time constant; the key maneuvers were the regulation
task, the double lane change, and the emergency lane change;
and the key measures for these tasks were driver dynamic per-
velocity dispersion, and driver opinion ratings.
by Richard Klein; Duane McRuer; David Weir
Systems Technology, Inc., 13766 South Hawthorne Blvd.,
Hawthorne, Calif. 90250
Contract DOT-HS-359-3-762
Rept. No. Paper-171 ; 1975 ; 14p 6refs
Presented at the llth Annual Conference on Manual Control,
NASA Ames Res. Center, 21-23 May 1975.
Availability: Reference copy only
HS-018 213
DESCRIPTION AND EVALUATION OF THE NEISS
[NATIONAL ELECTRONIC INJURY SURVEILLANCE
SYSTEM] REPORTING SYSTEM AS RELATED TO
BICYCLE-ASSOCIATED ACCIDENTS. INTERIM
REPORT TO BICYCLE MANUFACTURERS
ASSOCIATION
The National Electronic Injury Surveillance System (NEISS)
is reviewed and evaluated with respect to the sampling
methodology employed, the collection and management of the
data, and the uses to which the results are put. Regarding
bicycles specifically, previous studies in the area are reviewed,
and the treatment of the NEISS reporting of bicycle-related
accidents is discussed. Recommendations concerning the work
to be done during the remaining eight months of the contract
period included: extraction of data on individual products in
such a way as to decompose the frequency severity index into
its component parts; determination of the sensitivity of the
NEISS output to differences in both age and severity
weighting schemes; establishment of the influence of errors in
sampling on the projection of nationwide estimates; and calcu-
lation of the estimated variance in the frequencies of accidents
estimated for a selected list of products.
by Jairus D. Flora; Richard J. Kaplan; Elizabeth Margoshes
University of Michigan, Hwy. Safety Res. Inst., Huron Pkwy.
and Baxter Rd., Ann Arbor, Mich. 48105
Rept. No. UM-HSRI-SA-75-1 ; 1975 ; 50p llrefs
Final report is HS-018 292.
Availability: Bicycle Manufacturers Assoc.
HS-018 215
THE IMMEDIATE IMPACT OF GASOLINE
SHORTAGES ON URBAN TRAVEL BEHAVIOR.
FINAL REPORT
In response to the gasoline shortage of 1974, a small-scale
home interview survey was conducted in an attempt to identi-
fy and define changes in the price elasticity of demand for
gasoline, procedures for characterizing gasoline supply in
travel behavior models, and key implications for the develop-
ment of transportation and urban design policies. The survey,
which was conducted in the northern suburbs of Chicago, Il-
linois, among households with a high level of automobile
ownership, used a questionnaire designed to measure changes
in travel behavior, attitudes, and perceptions as a result of the
increased price and decreased availability of gasoline. Analysis
of the responses to the survey indicate that availability of
gasoline was not perceived as being very constrained and that
the price increases appeared to have had little importance. As
a result, few trips were eliminated. Automobile travel was
reduced most by combining trips, such as shopping trips, due
HS-018 216
primarily to the inconvenience in purchasing gasoline. The de-
mand for gasoline does not seem to have changed in response
to the range of increases in price studied. The consideration of
using public transportation was the least common trip decision
reported. Car-pooling was almost ignored by the sampled
households. It appears that the journey to work is the trip type
most resistant to change. The survey results indicate that only
an artificially constrained supply of gasoline is likely to reduce
consumption significantly, since modest increases in prices do
not affect demand to any large degree. In addition, urban plan-
ners and public officials should consider educating the public
regarding travel behavior options for reducing gasoline con-
sumption, such as increased use of public transportation, and
incentives for creating car pools should be considered. Written
materials used in the survey, census statistics and a map of
the study area, press announcements of the survey, descrip-
tive statistics for all questionnaire variables, and tabulated
results of questions about number and types of automobile
trips taken are appended.
by Robert L. Peskin; Joseph L. Schofer; Peter R. Stopher
Northwestern Univ., Evanston, 111. 60201
Contract FH-1 1-8500
1975 ; 151p 27refs
Availability: NTIS
HS-018 216
POTENTIAL FOR FLEXICAB SERVICES:
INNOVATIVE USES OF TAXIS AND JITNEYS FOR
PUBLIC TRANSPORTATION. FINAL REPORT
Used innovatively to provide public transit services, taxis and
jitneys can offer mobility in low density areas where mass
transit is not feasible, supplement mass transit economically to
improve the overall level of service, and promote ridership of
regional rapid rail and commuter rail systems and express bus
services to reduce the use of private vehicles. Flexicab service
refers to the range of demand-responsive and fixed-route ser-
vices that can be offered as extensions of existing taxi and jit-
ney operations. The experience of the taxi industry in small
vehicles, dispatching, and flexible routing makes it particularly
suited to flexicab operations. Twenty-three tiexicab services
are identified, including: demand-responsive services, such as
shared taxis, dial-a-ride, transport of handicapped in
wheelchairs, and transport of customers of auto repair shops;
fixed or semi-fixed route services, including service for inter-
city terminals, jitney to the central business district or subur-
ban shopping areas, and late-hour run jitney on bus routes;
and delivery services, including telegram delivery, package
delivery for local merchants, and delivery of meals-on-wheels.
Of these 23 services, it appears to be possible to operate 16 as
profit-making ventures by taxi companies or individual owner-
drivers. Six of these could provide services at fares within
reach of a large ridership if they were publicly subsidized. The
remaining seven service options either can be operated by
private enterprise with fares set so as to realize a profit or
they can be subsidized by some public body. Opportunities for
profit are particularly feasible when several types of flexicab
services are offered by the same operator, permitting max-
imum use of personnel and equipment. The following three
potential applications of multi-service flexicab systems are
described in detail: flexicab as the sole means of public trans-
nnrtatinn in a small Jtrhan area- flexicah as a snnnlement to a
HSL 76-C
operating costs, and net earnings. The present status of tl
taxi and jitney industry is reviewed and recommendations a
made for future policy and research.
by Roberta Remak
Interplan Corp., 100 North Hope Ave., Santa Barbara, Calif.
93110
Contract DOT-TSC-748
Rept. No. DOT-TSC-OST-75-52 ; 1975 ; 155p 97refs
Report for Apr-Dec 1974.
Availability: NTIS
HS-018 217
HAZARDOUS MATERIALS TRANSPORTATION AN
HIGHWAY MAINTENANCE
Reports are given on the essential elements in the transport
hazardous materials, and planning, budgeting, and perform
highway maintenance. In the area of transporting hazard<
materials, reports feature: characteristics of hazardous cai
shipments on Virginia highways; the Chemical Transportat
Emergency Center; determining highway shock index; and
abadgment of the Transportability Criteria Handbook. In
area of highway maintenance, reports include: United Ki
dom developments in highway maintenance since the Marsl
Report; user delay cost model for highway rehabilitation; b
mixed membrane for bridge deck protection; and partial-de
precast concrete patching.
by Joan B. Silberman, ed.
Transportation Res. Board, 2101 Constitution Ave., N.W.,
Washington, D.C. 20418
Rept. No. TRR-554 ; 1975 ; 75p refs
Includes HS-018 218-018 220. Prepared for the 54th Annual
Meeting of the Transportation Res. Board.
Availability: Corporate author, $3.40
HS-018 218
CHARACTERISTICS OF HAZARDOUS CARGO
SHIPMENTS ON VIRGINIA HIGHWAYS
The movement of dangerous materials along Virgini
highways has caused concern for the potential health i
safety hazards to the citizens who live along the routes. 1
this reason, a study was undertaken to identify the type i
frequency of hazardous materials being transported over
highways. Analysis of field interviews with 7,591 truckers
determine the type of hazardous cargoes, their origins i
destinations, and the compliance with the Federal and st
regulations regarding warning labels are presented. Results
the study indicate that approximately 3.6 percent of all tru<
on Virginia highways contain hazardous materials, most
them carrying flammable liquids.
by N. K. Hook, Jr.; John T. Hanna
Virginia Dept. of Highways and Transportation, Arlington;
Virginia Div. of Hwy. Safety, Richmond
Publ: HS-018 217 (TRR-554), Hazardous Materials
Transportation and Highway Maintenance, Washington, D.C
1975 p3-8
1975 ; 3 refs
Prepared for presentation at the 54th Annual Meeting of the
Transportation Res. Board. Sponsored by the National Hwy.
July 31 ,1976
HS-018 222
HS-018 219
CHEMICAL TRANSPORTATION EMERGENCY
CENTER
The Chemical Transportation Emergency Center was
established as a voluntary project of the chemical manufactur-
ing industry. It is designed to provide advice or assistance to
those involved in transportation accidents involving chemicals.
Its services are available 24 hours a day via a toll-free inbound
wide area telephone service number from any point in the con-
tinental United States. The center is a two-step operation.
First, on identification of the product involved, immediate ac-
tion information is read from files prepared in advance.
Second, the shipper or other sources of expertise are con-
tacted for additional counsel or on-site assistance. The nature
of the operation and its capabilities and limitations are
described. A number of incidents in which the Chemical
Transportation Emergency Center has been involved since it
began operations in September 1971, are summarized. Rela-
tionship of the Emergency Center to the transportation
research community is also discussed.
by John C. Zercher
Chemical Transportation Emergency Center
Publ: HS-018 217 (TRR-554), Hazardous Materials
Transportation and Highway Maintenance, Washington, D.C.,
1975 p9-14
1975
Prepared for presentation at the 54th Annual Meeting of the
Transportation Res. Board. Sponsored by the Committee on
Transportation of Hazardous Materials.
Availability: In HS-018 217
HS-018 220
DETERMINING HIGHWAY SHOCK INDEX
The United States Army, Navy, Air Force and Marine Corps
jointly sponsored and participated in the development of a
shock index for highway transportation. Vehicles were instru-
mented to measure shock on the cargo bed of one of a range
of trucks, from a two-axle truck, a two-axle truck-tractor, a
single-axle trailer combination, and a three-axle truck tractor,
two-axle semi-trailer combination. The vehicles were then
driven over fixed, unyielding bumps at various speeds at dif-
ferent tire pressures and with different payloads. A numerical
shock index, associated with the particular vehicle-payload
combination, could then be determined at a low cost by apply-
ing simple static field measurements. The shock index pro-
vides classification for a vehicle-load combination in regard to
probability of shocks transmitted to the cargo during highway
shipments.
by John H. Grier
Military Traffic Management Command Transportation
Engineering Agency
Publ: HS-018 217 (TRR-554), Hazardous Materials
Transportation and Highway Maintenance, Washington, D.C.,
1975 pi 5-20
1975 ; 2refs
Prepared for presentation at the 54th Annual Meeting of the
Transportation Res. Board. Sponsored by the Committee on
Transportation of Hazardous Materials.
Availability: In HS-018 217
HS-018 221
EFFECTS OF UNDER-THE-HOOD TEMPERATURES
ON ELECTRONIC IGNITION SYSTEMS
Influences of wide ranges of temperatures on passive and ac-
tive devices in the ignition system and resulting timing varia-
tions are described. Electrical parameters are emphasized, and
the cumulative effect on component tolerances due to dif-
ferent temperature phenomena is presented. Since reliability of
the system depends more often on mechanical parameters re-
lated to temperature than on electrical parameters, electrical
performance as a function of temperature was calculated and
the system was designed to meet these requirements.
by Zbynek A. Capurka
Motorola, Inc.
Rept. No. SAE-750163 ; 1975 ; 7p 3refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 222
LIMITS OF RIDE QUALITY THROUGH CAB
ISOLATION
A technique for evaluating ride quality as a function of cab
isolation parameters is presented. The technique, developed
for use in the determination of whole body vibration of the
seated operator of agricultural equipment, is applied to a cab-
over-engine (COE) tractor to demonstrate the limits of ride
quality improvements. An analog computer model has been
used to simulate various suspension parameters. Recorded
vibrations from a tractor frame are played into a simulated
cab. The analog computer output is then analyzed to obtain
the frequency spectrum. This spectrum is then weighted and
summed to obtain a "ride meter" number. Through numerous
repetitions of this process, a curve of ride meter values as a
function of cab suspension natural frequency can be obtained.
The test vehicle was a 1971 International Harvester CO 4070
tractor with a Hendrickson RTE suspension. A Fruehauf 4
foot dry freight van was loaded with 20 tons of baled pape
and concrete blocks and used to stimulate a typical load
Servo accelerometers were used to obtain cab input accelera-
tion at the frame and cab output accelerations in the cab. Test
data were taken at speeds of 55 mph. A two minute segment
of the recorded acceleration data was made into a loop and re-
peatedly played into an an analog computer programmed with
a cab simulation model. The model accepts as inputs the frame
accelerations at the cab hinge and at the rear cab suspension
pad. These accelerations are vertical and longitudinal only.
Analysis of the simulated cab model indicates that horizontal
ride proficiency can be provided at the expense of vertical
proficiency in COE tractors. This is due to the fact that
generally more vibration is present at the cab hinge than at the
rear cab mount. Suspension elements near the rear of the cab
can do very little about the energy transmitted through the
hinge. In fact, the softer cab suspensions simply reduce the
transmitted pitch motion of the frame. To reduce the vertical
vibration, a suspension element is needed at the hinge also. It
is concluded that this analysis technique has general applica-
bility to ride quality evaluation analysis for any type of
HS-018 223
suspension system and provides an excellent tool for measur-
ing relative ride quality of various suspension systems.
by Rush E. Allen
Lord Corp., Lord Kinematics Div.
Kept. No. SAE-750165 ; 1975 ; 8p 6refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 223
HUMAN VIBRATION TOLERANCE CRITERIA AND
APPLICATIONS TO RIDE EVALUATION
The development of criteria for human tolerance to vibration
is reviewed and practical applications of recommended criteria
to ride evaluation are explored with specific reference to the
type of measurements made. The International Standards Or-
ganization (ISO) has established a standard criteria for human
vibration tolerance, which the American National Standards
Institute (ANSI) is currently considering for adoption as a
U.S. standard. It is suggested that the ISO standard does not
represent the best available data. Research, using the most so-
phisticated equipment and experimental techniques, demon-
strated that the subjective response to vibratory motion is a
function of the absorbed power, or the rate of energy ab-
sorbed internally by the subject's body. The response to a
complex vibration can be measured by directly summing the
power absorbed by each directional component of the imposed
vibration. It is suggested that the concept of absorbed power
as an objective measure of subjective response to vibration is
the most reliable guide to valid criteria of human tolerance. It
is recommended that criteria of vibration acceleration versus
frequency for ride comfort approximating the absorbed power
characteristics be adopted by the ANSI. In almost all aspects,
the ISO comfort criteria depart drastically from the constant
absorbed power guidelines. The ISO standard tolerates 2.4
times the recommended acceleration values at the most sensi-
tive frequencies, both vertically and horizontally. Experimen-
tal evidence is cited to refute the ISO assumption of a con-
stant multiple of vibration intensity between "comfort" and
"decreased performance" and the assumption that
"performance" is dependent on time of exposure. Guidelines
are presented for instrumentation for use in applying the
recommended criteria based on absorbed power to ride evalua-
tion. Data reduction by power spectral density can be used
with absorbed power evaluation but requires weighting accord-
ing to frequency and has the disadvantage of lacking dis-
crimination as to acceleration intensity. The preferred method
is a breakdown of data by acceleration counts according to
both amplitude and frequency. This can be achieved either by
tape analysis or directly from oscillograph records. A sample
analysis using actual oscillograph records obtained from two
truck tractors is used to illustrate the procedure.
by R. N. Janeway
Janeway Engineering Co.
Rept. No. SAE-750166 ; 1975 ; 26p 9refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
HSL 76-0'
HS-018 225
SEAT BELT USE LAWS: A SOLUTION TO
OCCUPANT FATALITY AND INJURY REDUCTION
Recent surveys and investigations provide significant add
tional evidence that seat belts when worn can provide th
greatest vehicle occupant protection of all currently availabl
occupant restraint systems. Seat belts are effective and cos
effective, and are universally installed. Acceptable levels c
seat belt usage can be attained through appropriate regulator
action requiring improvements in comfort and convenience c
seat belt systems, and legislative action by the states to assui
usage.
by H. George Johannessen; Charles H. Pulley
Firestone Tire and Rubber Co., Hamill Mfg. Co. Div.;
American Safety Belt Council
Rept. No. SAE-750189 ; 1975 ; lip 28refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 227
ELECTRICAL PROPULSION SYSTEMS FOR
BATTERY DRIVEN ROAD VEHICLES WITH
HYDRODYNAMIC TRANSMISSION OF POWER
There is a strong desire for electric propulsion systems wit
low operating voltage due to the fact that in nearly all promi;
ing electrochemical energy sources, the cell voltage is low
than in the case of the lead-acid battery. Because of the ir
creasing requirement of inactive material, a high number c
battery cells decreases the specific energy storage capacity-
that is, the value of the stored energy relative to the materiz
mass. In addition, a low operating voltage is desirable due t
safety reasons. A drive system is described which offers th
possibility for selecting a lower battery voltage than is the cas
with the drive systems using armature current controllers. I
drive systems using armature current controllers lower opera
tion voltage at identical power is always connected with
heavy fall of efficiency and an increase of costs of th
semiconductor elements used, which is due to the additions
electrical means circuited between battery and motor. Th
proposed electric propulsion system described involves fieli
weakening of the electric motor to control speed. The functioi
of the power electronics which serves only to control the start
ing range can be taken over by a hydrodynamic transmission
The design of the drive in this system must take into con
sideration the basic differences between the torque versu;
speed characteristics of a hydrodynamic converter and ai
electric motor. The price for the entire hydraulic converte
unit including the accessories required for operation hardh
amounts to half the cost of a thyristor in an armature curren
controller of corresponding power output. It is concluded tha
an electric drive with hydrodynamic power transmission pro
vides good efficiency of transmission and can meet further de
mands conditioned by the energy storage.
by C. Bader
July 31,1976
HS-018 231
HS-018 228
A METHOD FOR ESTIMATING MILEAGE
IMPROVEMENT AND EMISSION REDUCTIONS
ACHIEVABLE BY HYBRID-ELECTRIC VEHICLES
The results of two derivations relating to the fuel economy of
hybrid-electric vehicles (vehicles which employ both a heat en-
gine and electric drive system) are presented, and their use is
illustrated through the examples of the University of Wiscon-
sin and the TRW Systems Group hybrid-electric vehicles. The
method of mileage estimation employs a specific fuel-con-
sumption versus torque-speed map for the heat engine under
study and knowledge of the hybrid-vehicle dynamics and road-
load power. The method is extended to estimation of emission
reductions through use of specific-emission-production versus
torque-speed maps and is applicable to hybrid vehicles with
other than electrical energy-storage systems. As work
proceeded it became clear that hybrid vehicles with present
types of internal combustion engines are not practical. The
TRW vehicle was chosen because it is versatile, and when in
the urban driving mode, its energy storage system essentially
allows the internal combustion engine operating point to be
moved from any given point to any other point. In evaluating
vehicle parameters, all assumptions were made to yield op-
timistic efficiency values for hybrid operation. The approach
outlined by this study should provide a guide to evaluating
developments which could be incorporated into future hybrid
vehicle designs. Mileage comparisons between the drive-and-
generate hybrid vehicle and the single-powerplant vehicle are
appended.
by Thomas A. Nondahl; Donald W. Novotny
University of Wisconsin
Rept. No. SAE-750194 ; 1975 ; 16p 12refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 229
DETERMINATION OF TIRE CHARACTERISTICS
FROM VEHICLE BEHAVIOR
An attempt at determining tire-road characteristics from the
behavior of a real vehicle is presented. The procedure used in-
volved a full scale semi-tractor-trailer truck operating in a
braking and cornering maneuver. The time varying inputs of
the drivers to the vehicles is recorded. The information is then
used with a computer model of the vehicle, with parameters
selectively adjusted by an optimization procedure until the
behavior of the actual truck and that of the simulated truck
are as similar as possible. Results show that the procedure can
provide satisfactory estimates of actual tire characteristics
under conditions such as straight line braking, acceleration and
steering. Additional work is required in order to determine
changes in tire characteristics associated with: modifying
maneuver type and duration; changing the objective function;
selecting different quantities for measurement in the physical
vehicle; errors in measurement of the behavior of the physical
vehicle; changing the tire model in the simulation; and chang-
ing the vehicle model in the simulation.
by Allan I. Krauter
Shaker Res. Corp.
Contract DOT-OS-40015
Rept. No. SAE-750211 ; 1975 ; 12p Srefs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975. Partly supported
by Eaton Corp., Cleveland, Ohio.
Availability: SAE
HS-018 230
CERAMIC ASPECTS OF THE BOSCH LAMBDA-
SENSOR
The Lambda sensor is used within the scope of the Bosch
emission control system, representing a closed control loop. In
principle, it is an oxygen concentration cell with an oxygen
ion-conducting solid electrolyte which provides a sharp voltage
step at the stoichiometric air-fuel ratio, serving as a control
signal. Zirconia ceramic stabilized with certain metal oxides is
used as the solid electrolyte. The electrical and mechanical
properties of the ceramic depend, above all, on the type and
concentration of the stabilizing oxide and on the manufactur-
ing conditions. Using ceramic materials which are described,
sensors can be produced that make possible exact control of
the stoichiometric air/fuel ratio in a temperature range of
300/400 to 900 degrees C. The lifetime of the sensor, which de-
pends on the operating conditions, can be taken as about
15,000 miles of driving distance. With the sensor, exhaust
emissions can be kept below the limits specified for 1977-1978
in the United States. A photograph and a diagram of the sen-
sor are provided.
by Heinrich Dueker; Karl-Hermann Friese; Wolf-Dieter
Haecker
Robert Bosch GMBH (Germany)
Rept. No. SAE-750223 ; 1975 ; 20p 13refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 231
AUTOMOTIVE EXHAUST SENSORS USING TITANIA
CERAMIC
The resistivity of titania ceramic depends upon the partial
pressure of oxygen in the atmosphere surrounding the ceramic.
Because there is a functional relationship between the partial
oxygen pressure of the equilibrated exhaust gas and the air to
fuel ratio (A/F) operating point of the internal combustion en-
gine, the resistance of a titania ceramic sensor, when tempera-
ture controlled, can be used to determine quantitatively the
A/F. Titania sensors utilizing these principles have been built
and found to work particularly well in the region rich of
stoichiometry. Control of the A/F in the region rich of
stoichiometry is desirable for engine/catalyst systems designed
to meet low nitrogen oxides emission levels. Design details and
operating features of an experimental titania ceramic sensor
and its associated electronic controller are described. Experi-
mental results are reported for the sensor/controller combina-
tion operating in engine dynamometer tests and on vehicles
with feedback-controlled, electronic fuel injected engines. The
control requireu 10 ooiain eiucicni penurmance 01 vemcies
using nitrogen oxides catalysts.
by E. F. Gibbons; A. H. Meitzler; L. R. Foote; P. J.
Zacmanidis; G. L. Beaudoin
Ford Motor Co., Scientific Res. Staff
Kept. No. SAE-750224 ; 1975 ; 12p 22ref s
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 232
PLATINUM FILM TEMPERATURE SENSORS
A novel temperature sensor, consisting of a composite
platinum film firmly bonded to a ceramic substrate, is
described. The film is protected from the corrosive effects of
gaseous environments by an overglaze of impervious glass,
forming a device that is mechanically and thermally robust.
Since the sensing unit does not require further protection by
encapsulation in a metal or ceramic sheath, it responds very
rapidly to thermal changes. The sensor possesses short and
long term electrical characteristics similar to those of wire-
wound platinum resistance thermometers, but it is less costly.
It can operate over a wide range of temperatures up to about
1,000 degrees C. The versatile construction of the sensor
renders it, in its cylindrical form, eminently suitable for moni-
toring the thermal changes occurring within catalyst emission
control units on internal combustion engines. Dependent upon
associated electronic circuitry, the device can operate visual
and/or audio signals and trigger electromechanical functions
informing a driver of the condition of these units.
by G. S. lies
Johnson, Matthey and Co., Ltd. (England)
Rept. No. SAE-750225 ; 1975 ; 5p Srefs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 233
THE MANUFACTURE OF DISC BRAKE LININGS
The manufacturing techniques used and the process controls
implemented in an automated production system for disc brake
linings now in operation are described. The primary responsi-
bility of the process is to produce linings repeatedly that meet
the engineering specifications and perform in a consistent
manner in end point use. The material discussed is organic and
composed of eight ingredients. The lining produced weighs ap-
proximately 1/3 pounds and projects 10.3 square inches of
braking surface. Because the material is organic and composed
of approximately 50 percent asbestos, another important en-
gineering objective must be met. The production area where
the lining is manufactured must have sufficient air quality to
meet the Occupational Safety and Health Act standard for
asbestos. The manufacturing operation, complimented with
good process and quality control techniques, produces a disc
brake lining of extremely consistent performance. The linings
produced are reliable parts that meet design specifications and
result in consumer satisfaction.
by Gerald R. Russell
General Motors Corp., Delco Moraine Div.
Rept. No. SAE-750228 ; 1975 ; 8p
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
METHODS FOR DETERMINING UNOBSCURED
AREAS ON INSTRUMENT PANELS
Two methods are presented for determining areas on the
strument panel that are visible through and around the steei
wheel rim, hub, and spokes. Both methods are design tc
that can be used early in the development of new instrurr
panels to insure that critical displays will not be obscui
Consideration in the design must be given to eye position
head movement; individual and collective obscured areas; >
bility requirements as related to display intent and type, s
as the speedometer, warning lights and gauge indicators;
head movement needed for seeing around an obstruct
while causing no measurable reduction in driver performai
Visibility requirements according to display type were sele<
for and classified according to priority levels. For vehi
operated on public roads, the speedometer is probably
most referred to. Therefore, it should not have its visib
compromised by the steering wheel or other secondary
plays. When display priority levels are established, visib
requirements can be defined in conjunction with the met
selected for displaying the information.
by Ronald W. Roe
General Motors Corp., Design Staff
Rept. No. SAE-750359 ; 1975 ; I Op 3refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 235
STUDY ON JAPANESE DRIVER EYE POSITION
A study to measure eye position of the Japanese drive
presented. Test automobiles were three Japanese-produ
passenger cars. Subjects were 264 males and 53 females. ;
range contours of various seatback angles were drawn
compared with the Society of Automotive Engineers' S
J941c's. In the side view the eye position for Japanese drh
is somewhat to the rear and lower than that of Arneri
drivers; the eyellipses for Japanese drivers are slightly lai
than SAE eyellipses; and movement of the eyellipse cent)
along the X-direction shows a linear relationship with seatb
angle change, but movement along the Z-direction does i
Also, it was found for the sideview that: the angle of rotai
of major axes becomes progressively smaller as the seatb
angle is straightened to the upright position; and the eyelli
for the design standard seatback angle shows a longer mi
axis, a shorter major axis, and a centroid somewhat lower ;
to the rear compared to the SAE eyellipse. In plan view
was found that: the minor axes of eyellipses of Japan
drivers are shorter than those of SAE eyellipses; the centre
for Japanese drivers are roughly over the seat center line; i
rotation of major axes for right and left eyes is not paralle
result differing from SAE results.
by Toshiro Ishida; Masanori Matsuno
Japan Automobile Res. Inst., Inc.
Rept. No. SAE-750360 ; 1975 ; lOp 14refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 236
SAFETY IN URBAN MASS TRANSPORTATION:
RESEARCH REPORT. SUMMARY
A systematic examination of safety in urban mass transporta-
tion conducted to provide information and to report results of
analyses about the current level of safety and the need for ad-
ditional safety effort in the field is described. The study was
to serve as the conceptual basis for the development of a
safety-guidelines manual. Each part of the sequence of in-
vestigative steps is briefly discussed: analysis of the current
state of safety; determination of acceptable levels of safety;
definition of a strategy for safety; definition of a safety pro-
gram; and analysis of safety trade-offs.
Battelle Columbus Labs.
Contract N00140-73-C-A394
Rept. No. UMTA-RI-06-0005-75-1 ; 1975 ; 16p
See also HS-018 237. Prepared for Urban Mass Transportation
Administration, Systems Analysis and Evaluation Div. under
subcontract to Naval Underwater Systems Center, Newport,
R.I.
Availability: NTIS
HS-018 237
SAFETY IN URBAN MASS TRANSPORTATION:
GUIDELINES MANUAL
A series of organizational and technical safety guidelines for
urban mass transportation management is presented. The
guidelines are intended to show how the transit industry, in-
cluding supplier firms and system operators, can develop pro-
grams that will assure satisfactory operational safety levels.
The approach to safety described in this manual is based on
five main systematic considerations: the specific meaning of
safety in the context of public service systems; the safety
problems posed; the goal toward which safety efforts should
be directed; the nature of the hazards that must be dealt with;
and the locus of responsibility for the safety of urban trans-
portations systems and the extent of its jurisdiction. Problem
areas with regard to safety are discussed. Guidelines for
planning and operating safety programs in organizations desig-
ning, developing, supplying, or operating urban mass transit
transportation systems are described. These guidelines include
job descriptions for personnel and safety program cost analy-
sis. Engineering and analytical techniques which can be used
by transit firms to design and evaluate safety programs are
outlined. Trade-offs among various transit system variables
which must be considered in the development and implementa-
tion of safety programs are discussed. Comprehensive safety
data is needed both for the operation of the individual safety
program and for use by the transportation industry as a whole.
The types of safety standards and specifications available to
the transit industry are described and the ways in which the
use of the standards interacts with the rest of the industry's
safety program are discussed. Safety problems which exist in
areas where passengers change from one mode of transporta-
tion to another or where urban transportation systems physi-
cally intersect or mix with other systems are examined and
recommendations are made for safety programs to handle
these problems. The guidelines in the above areas are
presented in the form of suggested or recommended practices
together with explanations. They are designed to have a con-
siderable latitude of user interpretation in order to be applica-
ble to a wide variety of specific situations found in the transit
industry.
by E. S. Cheaney; J. A. Hoess; R. E. Thompson; R. L. Syehla
Battelle, Columbus Labs., 505 King Ave., Columbus, Ohio
43201
Contract N00140-73-C-A394
Rept. No. UMTA-RI-06-0005-75-2; G-2460-1 ; 1975 ; 103p
53refs
See also HS-018 236. Prepared for Urban Mass Transportation
Administration under subcontract to Naval Underwater
Systems Center, Newport, R.I.
Availability: NTIS
HS-018 238
TRAINING OF EMERGENCY MEDICAL
TECHNICIANS-AMBULANCE
As estimated in autopsy studies, approximately 20% of crash
victims who were pronounced dead on arrival, might have
been saved with prompt and effective emergency medical care
at the site of the accident. The Critical Care Fellowship of the
Department of Public Health of Illinois is seeking to study the
effectiveness of training and on-site activities of local emer-
gency pre-hospital systems. An Emergency Medical Techni-
cian-Ambulance Training Program was evaluated for effective-
ness and level of training. Ambulance incident reports and
emergency room evaluation reports were employed in the sur-
vey. Based on statistics shown in the followup of reported in-
cidents, prehospital care given to the victims of automobile
crashes was found to have been outstanding. Continued im-
provement of the basic service and skills with frequent
critique sessions for standard protocols in hospital and ambu-
lance personnel is recommended.
by Clarence R. Hart; James T. O'Heir
Publ: Illinois Medical Journal p270-3 (Mar 1975)
1975 ;9refs
Availability: See publication
HS-018 239
STYLING VS. SAFETY: THE AMERICAN
AUTOMOBILE INDUSTRY AND THE
DEVELOPMENT OF AUTOMOTIVE SAFETY, 1900-
1966
A history of the development of attitudes in the automotive in-
dustry towards safety and styling of automobiles is presented.
Prior to the mid 1930's, the obligation for traffic safety was
not considered to be a concern of the industry. Since that
time, however, the stress has been on design to minimize inju-
ries in what are considered to be inevitable accidents. A
number of design changes for crash protection were adopted
and promoted as minor sales themes during the 1930's, but
were dropped during the war years, due to the annual change
requirement in styling. After the war, however, increasing
criticism of design by physicians, coupled with formal crash
injury research by private and governmental industries,
refocused attention on the theme of major safety design as a
sales angle. Although Congress has given the Federal govern-
ment the power to regulate automotive safety, there still ap-
pears to be no recognition that the total system and entire
vehicle, rather than certain aspects of the vehicle itself, will
HS-018 240
HSL 76-C
have to be manipulated in order to deal satisfactorily with the
accident problem.
by Joel Webb Eastman
University of Florida
1973 ; 316n refs
Doctoral dissertation.
Availability: Corporate author
HS-018 240
THE PHYSIOLOGICAL EFFECTS OF ALCOHOL ON
INDIVIDUALS AND THEIR ABILITY TO DRIVE AN
AUTOMOBILE
A series of experiments were conducted to study the
physiological effects of alcohol on individuals and their ability
to drive an automobile. The design used was a four by six
two-way analysis of variance. Groups were chosen to include
those individuals who have the most knowledge and skill in
handling an automobile, and who have a quick reaction time in
different driving situations. These groups included: race car
drivers; athletic coaches; athletes; housewives; businessmen;
and driver education teachers. A review of literature revealed
a degree of impairment somewhere around the level of .05
blood alcohol level. Therefore, individuals were tested at the
.01 level; the 0.5 level; the 0.8 level and the .10 level. Acuity
vision; field of vision; and night, and glare vision and recovery
time were tested on a variety of driving runs including: a
figure 8; location stop; serpentine; cone course; and evasive
maneuver. The findings of the study supported the following
conclusions: blood alcohol level of .05 significantly impairs the
individual's ability to perform certain manipulative skills in
driving an automobile; as the amount of alcohol in the blood
increases, the performance level on a road test decreases; the
more complex the driving task, the more apparent the im-
paired ability becomes; and the recovery time from the glare
of bright lights is significantly increased when the blood al-
cohol level reaches .08. Further implications of the research
indicated that driving ability reached a critical point before the
individual was aware of his impaired ability; inhibitions were
decreased and behavior negatively affecting safe driving
emerged; and participants became more susceptible to sug-
gestion us the blood alcohol content increased.
by Lonnie Gilliland, Jr.
University of Oklahoma
1973 ; 182p refs
Doctoral dissertation.
Availability: Corporate author
HS-018 241
HIGHWAY TRAFFIC SAFETY COMMUNICATION: A
STUDY OF THE OPINIONS OF MASS MEDIA
REPRESENTATIVES IN THE STATE OF MICHIGAN
TOWARD HIGHWAY TRAFFIC SAFETY
INFORMATIONAL SERVICES
A study was conducted to obtain an attitudinal evaluation of
the respondent's professional views regarding the acceptability
of highway traffic safety communications received by
newspaper, television or radio station. Questionnaires were
sent to 270 weekly and 56 daily newspapers; members of the
Michigan Press Association; and 170 radio and 25 television
stations. Major findings of the study revealed that Michigan's
communications from police, hospitals and similar source
Radio and televisionstations received the most useful traff
safety communications from private organizations. Highw;
traffic safety communications relating to driver practic
received highest priority when radio or television stations we
considering material for editorials and/or public service tirr
and for newspaper editorial topics, news coverage, and fille:
Highway conditions received first consideration for radio a
television news coverage. A small segment of Michigan's pre
(3.8%), radio (5.05%), and television (8.7%) representatives f
the "scare" approach unacceptable. Most respondents we
inclined to rate the "scare" approach as useful. The great(
use of highway traffic safety center material was reported
television representatives. Comments from all respondents
dicated the need for continuous, original and localized traf
safety information and materials. Press respondents stress
preparation in newspaper style; radio respondents emphasiz
timing (20-30 seconds); and television asked for videotap
color.
by Lloyd Mark Williams
Michigan State Univ.
1973 ; 227p refs
Doctoral dissertation.
Availability: Corporate author
HS-018 242
ENVIRONMENTAL FACTORS AS CAUSATIVE
AGENTS IN MOTOR VEHICLE INTERSECTION
COLLISIONS
A study of the 10 highest accident density intersections
Oklahoma City for 1972 was conducted in an attempt to idei
fy environmental factors as causative agents in motor vehi
intersection collisions. It was found that nearly all of the I
intersections studied had one predominant type of collisi
which was more easily related to environmental factors th
driver negligence. It was also found that once the factors w<
identified, they could be easily remedied, and cost benefici
Areas of improvement included: the design of signal syste
and traffic patterns for entire cities to evaluate the effect
improved traffic flow on accident reduction; investigation
the effect of roadside advertisements on driver distraction a
inattention; examination of the skid resistant properties of
tersection approaches; and relation of this information
prevention of rear-end collisions. The relationship of dawn a
dusk periods and visibility problems to accident occurren*
and the effect of mass transportation systems on traffic fl<
and accident occurrence reduction were also demonstrated.
by Douglas R. Lawson
University of Oklahoma
1973 ; 143p lOOrefs
Doctoral dissertation.
Availability: Corporate author
HS-018 243
TRANSPORTATION FERE HAZARDS
Fire hazards related to various transportation modes i
described. The transport of hazardous materials poses pub
safety dangers related to fire and other emergencies. Data
the frequency and causes of transport fires involvi
hazardous cargoes are very incomplete, but information avai
Causes av*l;iucuio.
i mug me u
i ituiuil ui
hazardous materials tend to lag behind current needs. Often
cargo hazard markings do not include all problems posed by
the material being transported. Fires in motor vehicles cause
almost 35% of all fire deaths in the United States. More than
450,000 vehicle fires occurred in 1971 , causing more than 3,500
deaths and an average economic loss of about 200 dollars per
fire. In 1971, 729 reported truck accidents involving fire
caused 132 deaths, 309 non-fatal injuries, and 7.8 million dol-
lars in property damage. Gasoline spillage is a common cause
of vehicle fires, with the most serious losses from fires occur-
ring after rear-end collisions. The location, construction, and
security of fuel tanks are therefore important design features
for fire safety. It is concluded that vehicles, especially cars,
are not as fire-safe as modern technology can allow. Improve-
ments in design and materials could be made without signifi-
cant additional costs. The National Commission on Fire
Prevention and Control recommends that the U.S. Department
of Transportation set mandatory standards that will provide
fire safety in private automobiles. Aircraft, marine, and rail-
road transportation fire safety problems are reviewed and
recommendations for research and regulations are presented.
Publ: America Burning; The Report of the National
Commission on Fire Prevention and Control, Washington,
1973 p85-91
1973 ; 7p Iref
Availability: In America Burning from GPO $2.35
HS-018244
HIGHWAY DESIGN FOR MOTOR VEHICLES--A
HISTORICAL REVIEW. PART 4. THE VEHICLE-
CARRYING CAPACITY OF THE HIGHWAY
A historical review of investigation into the vehicle carrying
capacity of highways is presented. The following areas of
capacity research are discussed: the early capacity research of
A.N. Johnson and the Maryland Roads Commission including
the first estimate of traffic for a connected national traffic net-
work and the first aerial traffic survey in 1927; the Cleveland,
Ohio area traffic studies using a device called the traffic flow
recorder; theoretical studies in Pennsylvania, Tennessee, and
New Jersey; moving picture camera traffic analysis in
Michigan in 1930; a 1930 cooperative study of capacities of
two-, three-, and four-lane highways by the Maryland Roads
Commission and the University of Maryland; a 1934 Ohio
State Highway Department study of the working capacity of a
two-lane highway using the previously developed photographic
method; and the first coordinated effort in 1934 by the Bureau
of Public Roads to solve the roadway problem. This latter ef-
fort was pushed in several directions simultaneously: develop-
ment of improved methods for counting and forecasting traf-
fic; lateral placement studies to determine how traffic actually
utilizes the road and how it is affected by shoulders and near-
by obstacles; passing or overtaking studies to determine
distances required for the maneuvers; speed studies of in-
dividual vehicles and groups of vehicles; studies of the spacing
of vehicles in the traffic stream and how they interact with
each other; studies of the hill-climbing abilities of motor vehi-
cles; development of improved instruments for counting vehi-
cles and measuring their speed and position on the highway;
and development of methods for analyzing and interpreting
huge volumes of factual data gathered in the field. The
development of a definition for "capacity" is discussed. With
iaiu uown, completing one 01 me longest susiamea researcn
endeavors in history.
by Frederick W. Cron
Publ: Public Roads v39 n3 p96-108 (Dec 1975)
1975 ; 16refs
Availability: See publication
HS-018 245
ROADSIDE OBSTACLES: THEIR EFFECTS ON THE
FREQUENCY AND SEVERITY OF ACCIDENTS:
DEVELOPMENT AND EVALUATION OF
COUNTERMEASURES
The Road Research Program has two main fields of activity:
promotion of international co-operation in road construction,
safety and traffic; and a systematic exchange of information
on scientific literature. The research group was given terms of
reference to categorize obstacles. The general definition for
the term "obstacle" is "any natural or man-made feature of the
road environment which affects the frequency and the severity
of accidents." This, of course, does not exclude a difference
between mobile/temporary obstacles (such as dogs, parked
vehicles, traffic signals), and permanent fixed obstacles. A
survey of available national statistics on accidents involving
roadside obstacles and of current national practice in regard to
roadside layout was conducted. The report was then broken
down to include a review of specific accident studies and ex-
perimental tests involving collisions with obstacles, protected
or not, and of obstacle protection systems. The review in-
cludes particular information on the design of lighting and sign
structures and impact attenuating devices.
Organisation for Economic Co-operation and Devel., Rd. Res.
Group, Paris, France
1975 ; 125p refs
Includes HS-018 246-HS-018 251.
Availability: OECD Publications Center, Suite 1207, 1750
Pennsylvania Ave., N.W., Washington, D.C. 20006, $5.00
HS-018 246
IMPORTANCE OF THE PROBLEM AND SURVEY OF
NATIONAL PRACTICE
A survey of existing national practice and regulations concern-
ing the location and characteristics of obstacles along the road,
and examination of all available data on the effects of roadside
obstacles on the frequency and severity of accidents were con-
ducted. National accident statistics show an increase in colli-
sion with fixed roadside obstacles. These obstacles were then
identified according to each individual country's traffic ac-
cident records. It was found that different obstacles were
listed under the heading "fixed obstacle." Collisions with
parked vehicles were eliminated from the report in order to
give a more uniform evaluation. Accident distribution by type
of obstacle was then compiled, including trees, posts, walls,
buildings, fences, and guard rails, for Belgium, France, Ire-
land, Italy, Spain, and seven states of the United States. Infor-
mation regarding current practice for new and existing con-
structions in the various member countries show that each
country has integrated into its design standards the results of
engineering studies and research regarding safety. Policies of
31
HS-018 247
HSL 76-0
these countries provide that priority be given to the considera-
tions of road safety.
Publ: HS-018 245, Roadside Obstacles, Paris, 1975 p!2-25
1975 ; refs
Ch. 2 of Roadside Obstacles: Their Effects on the Frequency
and Severity of Accidents; Development and Evaluation of
Countermeasures.
Availability: In HS-018 245
HS-018 247
RESEARCH ON ROADSIDE OBSTACLES: ACCIDENT
STUDIES
Research on accidents involving a vehicle running off the road
and striking a roadside obstacle, or a vehicle hitting an obsta-
cle near the road's edge, is presented. Factors affecting en-
croachment accidents, such as time of day, driver age, years
of driving experience, type of road, lateral movement, en-
croachment angle, and a comparison between number of tree
accidents and number of accidents with other roadside obsta-
cles, were included in the study. Analysis of the obstacle it-
self, produced accident studies by length of structure, distance
from pavement of object struck, cost per accident by speed
and object hit, and fatal and injury severity by attentuator
type. Studies indicate that more than 80 percent of vehicles
running off the roadway had an encroachment angle of less
than 20 degrees. Lateral displacement of most of these vehi-
cles was not more than ten meters. It was found that conven-
tional improvements using normal road design measures had
only a small effect on the frequency and severity of en-
croachment accidents. Possible solutions at present seem to lie
in the elimination or displacement of obstacles further away
from the roadside, or in making them less aggressive by modi-
fying or protecting them using guardrails or impact attenua-
tors. General accident features, such as the effects of age, al-
cohol, and so forth, were the same in all accidents with road-
side obstacles. However, there are differences regarding the
effect of average daily traffic in that the relative importance of
a single vehicle accident decreases with increasing traffic
volume.
Publ: HS-018 245, Roadside Obstacles, Paris, 1975 p26-49
1975 ; refs
Ch. 3 of Roadside Obstacles: Their Effects on the Frequency
and Severity of Accidents; Development and Evaluation of
Countermeasures.
Availability: In HS-018 245
HS-018 248
RESEARCH ON ROADSIDE OBSTACLES:
EXPERIMENTAL STUDIES
Research results dealing with impact tests involving obstacles
and impact attenuator systems are reviewed. The main objec-
tive of the tests was to ascertain whether or not the protective
structure used works in a satisfactory manner. One of the
problems in the research is the fact that most of the tests were
conducted in the United States, and therefore are affected by
the type of private automobile and existing road equipment.
For instance, most of the lighting columns found in the United
States have a transformer base which can rarely be found in
the other countries studied. Further experimental studies are
ments; and economic constraints. The solutions described i
the studies, nevertheless, are of interest. The effectiveness c
break-away designs for lighting columns, and in parti culai
that of the slip base were shown. The application of the sli
base can be seen as the solution to a great number of obste
cles, such as lighting columns, gantry structures, and sig
posts. It is likely that the impact attenuators will be used to
greater degree in future construction of guardrails. Th
research also uncovered a need for developing a systematic s<
of evaluation criteria and standardized test conditions for it
assessment and further development of impact-safe roa
equipment.
Publ: HS-018 245, Roadside Obstacles, Paris, 1975 p50-7
1975 ; refs
Ch. 4 of Roadside Obstacles: Their Effects on the Frequency
and Severity of Accidents; Development and Evaluation of
Countermeasures.
Availability: In HS-018 245
HS-018 249
ECONOMIC ASPECTS [ROADSIDE OBSTACLES]
Safety programs to study the problem of accidents involvir
roadside obstacles have taken on major importance, and tf
increasing cost of such programs has made it necessary f<
authorities to conduct a thorough analysis of the consequent
of decisions made by such program studies. The studies aj
concerned with establishing the cost of any measure adopte
(including initial investment, maintenance and operation), ar
evaluating the benefits derived from adopting the measur
The relationship is translated into terms of cost to benefit, (
cost effectiveness. In determining the cost of accidents, it
usual to consider material damage, medical expenses, polk
and court expenses, insurance costs, administrative costs, an
loss of production due to injury, disablement and deatl
Evaluation of costs in participating countries varies greatl]
but in several places it was considered realistic to figure tt
following costs: 200,700 dollars for a fatal accident; 7,300 do
lars for an injury; and 300 dollars for material damage. B
comparing accidents occurring in a control zone with those o<
curring in the zone after the application of safety measure
(removal of trees or roadside obstacles, placement of gua
drails, relocation of traffic signs, and so forth), an estimal
can be made of what would have happened in the absence <
the safety measure. Two such programs, the Clean up th
Roadside Environment program in California, and the Frenc
"safety operation No. 5" are examples. The California prograi
concluded that an investment of about 20 million dollars t
cover the removal, conversion to frangible design, or the pn
tection by crash barriers of isolated obstacles alongside th
California freeways, could save an estimated 500 human lives
Publ: HS-018 245, Roadside Obstacles, Paris, 1975 p58-64
1975 ; refs
Ch. 5 of Roadside Obstacles: Their Effects on the Frequency
and Severity of Accidents; Development and Evaluation of
Countermeasures.
Availability: In HS-018 245
HS-018 250
July 3 1,1 976
HS-018 253
termeasures has concluded that the frequency and severity of
accidents can be reduced by simple and relatively inexpensive
measures aimed at improving the roadside. As far as the road-
side environment is concerned, the following principles were
suggested for adoption: elimination of all obstacles from the
roadside; modification of structures of obstacles which can not
be removed so as to render them harmless if struck by a vehi-
cle; or giving effective protection to obstacles that can not be
modified. Programs implemented for roadside safety should be
distinguished according to those programs for roadside
clearance, and those involved in new highway construction.
Measures used to modify or reduce roadside obstacle impact
in automobile accidents are: the use of guardrails; the use of
impact attenuators; embankments and cuts; ditches; and im-
pact testing. Future research should focus on accident studies
before and after implementation of a safety measure; study of
'real accidents aimed at reducing the frequency of run-off ac-
cidents; and research on primary safety. Secondary safety
research can focus on removing unnecessary obstacles; dis-
placing obstacles; modifying the structure of obstacles and
vehicle improvements.
Publ: HS-018 245, Roadside Obstacles, Paris, 1975 p65-73
1975
Ch. 6 of Roadside Obstacles: Their Effects on the Frequency
and Severity of Accidents; Development and Evaluation of
Countermeasures.
Availability: In HS-018 245
HS-018 251
APPENDICES. [A-E. ROADSIDE OBSTACLES]. A.
PROTECTION OF OBSTACLES BY GUARD RAILS IN
GERMANY AND FRANCE. B. SOME POLICIES
PRACTISED [PRACTICED] IN EUROPE REGARDING
ROADSIDE TREES. C. RESEARCH ON LIGHTING
COLUMNS. D. RESEARCH ON TRAFFIC SIGN
POSTS. E. RESEARCH ON IMPACT ATTENUATION
SYSTEMS
A description of the requirements for protection of obstacles
by guard rails in Germany and France is presented in Appen-
dix A. For large obstacles, close to the roadside, the guardrails
are mounted offset on the obstacle itself or fixed directly on
the obstacle. Guardrails are also installed near rivers, wells,
reservoirs, and railways or other traffic facilities. Appendix B
describes some of the policies practiced in Europe regarding
the spacing of roadside trees, with consideration given to
limited felling of trees, or transplanting the trees farther back
from the road edge. Appendix C provides a summary of
research on lighting columns, after a series of frontal and
lateral impact tests. Analytical testing and mathematical
models to study lighting columns were also developed. The
research on traffic sign posts in Appendix D showed that with
single post signs in impacts below 70 kilometers per hour, the
automobile will most probably sustain a secondary impact in
the region of the windshield. Lighter vehicles decelerate so
rapidly that there is a great risk of injury. Research results on
the following impact attenuation systems are included in Ap-
pendix E: metal drums; lightweight concrete blocks; shock ab-
sorbers; sand filled barrels; water-filled cylindrical cushions;
and scale models and mathematical studies designed to study
the effectiveness of the attenuator systems. Detailed sche-
matics of the various attenuator systems are provided.
Publ: HS-018 245, Roadside Obstacles, Paris, 1975 p80-119
1975 ; refs
In Roadside Obstacles: Their Effects on the Frequency and
Severity of Accidents; Development and Evaluation of
Countermeasures.
Availability: In HS-018 245
HS-018 252
EFFECT OF TRICYCLIC ANTIDEPRESSANTS AND
ALCOHOL ON PSYCHOMOTOR SKILLS RELATED
TO DRIVING
Twenty healthy subjects (20-25 years old) took amitriptyline,
doxepin, and placebo for 2 weeks each in a double-blind cros-
sover trial, and another 20 subjects similarly took nortriptyline
chlorimipramine, and placebo. The antidepressants were given
three times daily in doses generally used for neurotic patients.
The presence of antidepressants in tissues was checked with
the tyramine pressor test. On the seventh and fourteenth days
of each period, psychomotor skills (choice reaction, coordina-
tion, and attention) were measured after the administration of
drugs in combination with an alcoholic or placebo drink. Dose-
response graphs for the tyramine pressor effect were shifted
to the right during the antidepressant treatment, indicating a
blockage of the membrane pump in peripheral sympathetic ter-
minals. This antityramine effect of antidepressants did not cor-
relate with their psychomotor effects. No drug alone impor-
tantly impaired psychomotor skills. Amitriptyline in combina-
tion with alcohol increased cumulative choice reaction times,
and doxepin in combination with alcohol increased both cumu-
lative choice reaction times and inaccuracy of reactions. Coor-
dination was impaired after both of these combinations on the
seventh day. It seems as if doxepin and amitriptyline but not
nortriptyline or chlorimipramine, in combination with 0.5
grams per kilogram body weight of alcohol, may be especially
dangerous in driving.
by Timo Seppala; Markku Linnoila; Erkki Elonen; Mauri J.
Mattila; Martti Maki
Publ: Clinical Pharmacology and Therapeutics v!7 n5 p5 15-22
(May 1975)
1975 ; 20refs
Availability: See publication; T. Seppala, Department of
Pharmacology, Siltavuorenpenger 10 A, SF-00170 Helsinki 17,
Finland
HS-018 253
LOCATING DETECTORS FOR ADVANCED TRAFFIC
CONTROL STRATEGIES. HANDBOOK. INTERIM
REPORT
A handbook for locating detectors for advanced traffic control
strategies is presented. A discussion of criteria is given and
procedures for locating detectors to provide required surveil-
lance data are described. The procedures relate to locating de-
tectors at critical intersections, assessing which link in the net-
work requires detectorization, and locating detectors within
the link. Both latitudinal and longitudinal placement within the
link are discussed. The procedures were developed as part of
the continuing research for the Urban Traffic Control
System/Bus Priority System, in Washington, D.C., but are ap-
HS-018 254
HSL 76-(
plicable to the more general detector locating studies for traf-
fic control systems.
by J. L. Kay; R. D. Henry; S. A. Smith
JHK. and Associates, Suite 1112, 4660 Kenmore Ave.,
Alexandria, Va. 22304; Peat, Marwick, Mitchell and Co., 1025
Connecticut Ave., N.W., Washington, B.C. 20036
Contract FH-1 1-8242
Rept. No. FHWA-RD-75-91 ; 1975 ; 50p 6refs
Availability: NTIS
HS-018 254
THE EFFECT OF COMMERCIAL VEHICLES ON
DELAY AT INTERSECTIONS
The results of a study of the effects of commercial vehicles on
intersection delay are reported. The delay effects of commer-
cial vehicles on through traffic at signalized intersections and
the effect of intersection corner radii on right-turning speeds
of commercial vehicles were determined. Commercial vehicles
were defined as any vehicle having at least 6 tires and 2 or
more axles. Data were collected at intersections in five Indiana
cities. Twenty-three intersection approaches were studied for
commercial vehicle delay and 19 intersection corner radii were
studied for right turn speeds of commercial vehicles. It was
found that: a passenger car's average running travel time
through a signalized intersection was increased from 39.9 to
49.4 seconds, when one or more commercial vehicles were
traveling ahead of it in the same group of vehicles; the factors
or variables having a significant effect on increasing delay are
peak hour volume, percent of commercial vehicles, the
presence of a left turn green phase, the presence of a right
turn only lane, and the approach width; the factors having a
significant effect on reducing delay are the presence of a left
turn only lane, the percent of right turns, the right turn curb
radius, the metropolitan area population, and the presence of
curbing on the approach; the maximum right turn speed for a
truck combination at a signalized intersection is approximately
14 mph and about 15 mph for a single unit truck; the presence
of curbing at the intersection approach was found to decrease
the right turn speed of passenger cars and combination trucks
by .7 and .9 mph respectively; and 30 and 60 foot intersection
comer radii were optimum for single-unit and truck combina-
tions respectively.
by Thomas H. Yurysta; Harold L. Michael
Proudfoot and Associates, Inc., Toledo, Ohio; Purdue Univ.,
West Lafayette, Ind.
Rept. No. JHRP-76-3 ; 1976 ; 31p llrefs
Prepared for Presentation at the January 1976 Meeting of the
Transportation Res. Board. Based on JHRP research study
final report, The Effect of Commercial Vehicles on
Intersection Capacity and Delay, JHRP-74-8, June 1974.
Availability: Reference copy only
between a driveway and an adjacent intersection increas<
Multiple regression analysis was used to develop a series
mathematical models relating the driveway accident rate
roadway features and traffic characteristics. The driveway
cident rate was found to decrease if the number of commerc
driveways per mile is decreased, if the number of through-tr;
fie lanes is decreased, if the number of total intersections j
mile is increased, if the number of total driveways per mile
decreased, or if the arterial highway average daily traffic
decreased. Results of this study provide the engineer or pub
official with the tools enabling him to better identify the c
cumstances related to driveway accidents, to predict drivew
accidents rates, and to estimate the effectiveness of measu:
he employs to reduce such accidents.
by William W. McGuirk; Gilbert T. Satterly, Jr.
District of Columbia Dept. of Transportation, Purdue Univ.,
West Lafayette, Ind.
Rept. No. JHRP-76-1 ; 1976 ; 31p 2refs
Presented at the 55th Annual Meeting of the Transportation
Res. Board. Based on JHRP research study final report,
Evaluation of Factors Influencing Driveway Accidents JHRi
Repprt No. 10, May 1973.
Availability: Reference copy only
HS-018 256
AN AUTOMATIC DATA ACQUISITION SYSTEM O
VEHICLE CONTROL AND ROAD HOLDING
An automatic data acquisition system that shows the inter
tions between giving driving controls and vehicle mot
response is described. Through the use of this system, il
possible to record and represent in real time the mot
characteristics and the trajectory of one or more test vehic
on an equiplanimetric, wide extended square fully equip]
test track. Vehicle position is determined by a magnetic det
tor sensitive to the frequencies of electric currents runn
through conductors imbedded in a network under the I
track. Electronic equipment on the test vehicle analyzes
pulses sent in by the detector and records the instant when
detector crosses over a wire in the test track and the direct
of the vehicle. The signals can be recorded on magnetic t;
or transmitted by telemetry. The system has been proven
fective and constitutes a new and valid data acquisition syst
concerning the driveability of vehicles. Circuit diagrams of
electrical networks involved in the system and photographs
an equipped test vehicle and the test track are provided.
by F. Moscarini
Istituto Sperimentale Auto e Motori S.p.A. 03012 Anagni (Pi
Italy
n.d. ; 29p
Availability: Corporate author
HS-018 255
EVALUATION OF FACTORS INFLUENCING
DRIVEWAY ACCIDENTS
Characteristics of driveway accidents are identified and
driveway accident occurrence is related to various physical
and environmental features of the roadway and traffic charac-
teristics. Driveway-related traffic accidents account for almost
14% of all arterial highway traffic accidents. Through statisti-
cal analvsis it was shnwn that the Hrivewav acr.irient rate tenrls
HS-018 258
AN ALTERNATIVE TO THE ROLL AXIS FOR USE
IN COMMERCIAL VEHICLE SIMULATION
It has been assumed that the roll motions of a sprung m
take place about a roll axis. Equations of motion based on :
assumption must be expected to exhibit dynamic coupling
significant complication in the case of digital computer simi
tions of multi-unit vehicles. Digital simulations have b
developed which preserve the physical character of the
formed which demonstrate the accuracy of this methodology.
Testing to validate articulated vehicle braking and handling
simulation for commercial vehicles was performed with an ar-
ticulated vehicle, and for the most part, the validation effort
was as successful as indicated. Testing to validate simulated
performance of passenger cars was also performed with a 1971
Dodge Coronet and a 1971 Chevrolet Brookwood station
wagon. In conclusion, the simulations preserved the physical
character of the roll axis; used approximations to avoid
dynamic coupling traditionally found in a roll axis formulation;
and validation exercises demonstrated the accuracy of this
methodology.
by James E. Bernard
Publ: Vehicle System Dynamics v4 n4 p211-22 (1975)
1975 ; 7refs
Presented at the Third International Conference on Vehicle
System Dynamics, VPI and SU Blacksburg, Aug 1974.
Availability: See publication
HS-018 261
THE ECONOMIC COST OF COMMUTING
An updated comparison of the economic costs of commuting
to the central business districts of major United States
metropolitan areas is presented. Examples of economic costs
of personal travel to and from work in the central business
districts of the 33 urban areas of more than one million popu-
lation are compared. The direct economic transportation costs
of commuter trips by rail transit, bus transit and private au-
tomobiles are estimated singly and in combination. Results are
in terms of dollars per one-way person trips of 5, 10, 15, and
20 miles. A detailed discussion of the 10-mile trip is presented
in order to illustrate the approach used. Details of the urban
travel cost analysis divided by mode (automobile, van, rail,
and bus), summaries of automobile and van costs, the
economic costs of travel by the three basic classes of automo-
bile (standard, compact, and subcompact), and rail transit
costs for the 10-mile trip are appended. Travel examples
elaborated in the study are typical of transportation alterna-
tives most likely to be available over the next 20 years. The
results, therefore, give a general perspective of the relative
economic cost of the various forms of downtown-oriented
commuter travel in large metropolitan areas. This would aid
public officials in determining what means would be most ac-
ceptable to alleviate one of the nations's most serious trans-
portation problems: peak hour congestion.
by Marshall F. Reed, Jr.
Highway Users Federation, Transportation Devel. Div., 1776
Massachusetts Ave., N.-W., Washington, D.C. 20036
Rept. No. Tech-Study-Memo-13 ; 1975 ; 64p 25refs
Availability: Corporate author
HS-018 262
A BICYCLE SAFETY PROGRAM GUIDELINE FOR
PARENTS ORGANIZATIONS
The bicycle accident problem is discussed and data conclu-
sions on bicycle facilities, usage, accidents, fatalities, thefts,
and safety measures are surveyed. California state laws for
bicyclists are also listed. A number of suggested safety pro-
grams designed to be put on by parents' organizations are
discussed: assembly programs for schools and parents groups;
a bicycle safety poster program; bike rallies and decathlons;
bike rides and clubs for group riding; the sponsorship of bicy-
cle licensing; sponsorship of a puppet show; sponsorship of a
bikathon; and safety checks with a bike maintenance clinic. A
list of available resource material is provided.
City of San Jose, Bicycle Safety for Santa Clara County Proj.,
460 Park Ave., Room 103, San Jose, Calif. 95110
197? ; 37p
Availability: Corporate author
HS-018 263
A RESEARCH DESIGN TO COLLECT DATA FOR A
SECOND GENERATION EYELLDPSE
Current automotive design practices related to driver visibility
are based on static laboratory studies of mostly straight ahead
viewing that were conducted by researchers beginning in 1962.
These individual studies have never been replicated either in
the lab or in actual driving situations to determine the validity
of their procedures. After a thorough review of the literature
related to driver eye location and a statistical analysis of previ-
ous static eye location data, an experimental design is
proposed to determine dynamic eye location distribution
characteristics. The design provides information on the rela-
tionship of static anthropometric measurements to dynamic
eye location; the difference between dynamic on-the-road eye
location versus static in-the-Iab eye location distributions; the
effect of different types of vehicle seating package parameters
on eye location; and a validation of previous static eye loca-
tion studies. The data obtained from the experimental design
could be used to verify or replace the Society of Automotive
Engineer's Eyellipses. Also, it would allow for the develop-
ment of a mathematical model that will describe eye positions
during the driving task as a function of package variables,
driver anthropometry, and target viewing angles.
by James M. Miller; Susanne M. Gatchell
University of Michigan
Rept. No. SAE-750362 ; 1975 ; 12p 22refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 264
COMPARISON OF EYE FIXATIONS OF OPERATORS
OF MOTORCYCLES AND AUTOMOBILES
The eye fixations of two motorcyclists who drove a motorcy-
cle and an automobile on two lane rural roads at 45 miles per
hour, in daylight, were measured. The effects of road edge
delineation, road geometry, on-coming vehicles, and the factor
of whether or not the drivers were controlling a motorcycle or
an automobile, were evaluated in terms of the manner in
which the drivers used their eyes to obtain visual information.
The results indicated that most of the drivers' attention was
directed within 5 degrees of the forward line of sight, but on
curves, the drivers' eye fixations shifted in the direction of the
curve. When an oncoming vehicle appeared, the drivers spent
a substantial proportion of the viewing time looking at it
periodically. The mean duration of glances were longer for
these drivers when operating a motorcycle than an automobile.
When operating the motorcycle, there were relatively more
glances made closer to the vehicle than when driving the car,
suggesting that motorcyclists are more concerned with irregu-
larities, composition and frictional characteristics of the pave-
HS-018 265
HSL 76-0'
ment surface. The motorcycle rider also tended to view along
the right side of the lane more than when driving the car.
Comparisons made between the eye fixations of these motor-
cyclists when driving an automobile and those of other drivers
of an automobile indicated considerable agreement, except
that the motorcyclists attended more to oncoming vehicles.
The results of the study are used to infer the type of distribu-
tion of illumination required from motorcycle headlamps for
night driving. The beam pattern of motorcycle headlamps
should be somewhat different than that provided automobile
drivers, particularly in that good foreground illumination is
required for visibility of the surface characteristics of the
pavement. The beam should also emphasize the right edge of
the road.
by Rudolf G. Mortimer; Craig M. Jorgeson
University of Michigan, Hwy. Safety Res. Inst.
Contract DOT-HS-4-00 907
Kept. No. SAE-750363 ; 1975 ; 8p 5ref s
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 265
CLOSED-LOOP ELECTRONIC FUEL AND AIR
CONTROL OF INTERNAL COMBUSTION ENGINES
Utilizing a closed loop electronic fuel injection (EFI) system
with an oxygen (lambda) sensor as a feedback element,
techniques are demonstrated to expand the air/fuel operating
range up to 10% from a stoichiometric calibration. A closed-
loop test vehicle was placed on a chassis dynamometer
equipped to provide a step input excitation of 42 degrees to
the throttle valves. The response of the engine was recorded
along with other variables. Fuel injection timing techniques,
such as "simultaneous double fire," were presented which
further enhanced the transient engine response of EFI vehi-
cles. A closed loop air control system operating with the EFI
system is discussed. The system has resulted in improved idle-
speed control during cold- and warm-engine operating condi-
tions. Other techniques, such as the "gain rate" technique, al-
lowed the closed-loop system to operate at the triple point of
the three-way catalyst while utilizing the most durable
switching voltage of the oxygen sensor. The "limit control"
technique demonstrates an approach for additional biasing
from stoichiometric air/fuel ratio of approximately 10%.
by John Camp; Todd Rachel
Bendix Corp.
Rept. No. SAE-750369 ; 1975 ; 14p 5refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 266
THE FUNCTION AND PERFORMANCE OF BETA
ALUMINA IN SODIUM/SULPHUR CELLS
The development of beta alumina ceramic in terms of its func-
tion as an electrolyte and physical separator in sodium/sulfur
cells is traced. In the sodium/sulfur cell, the beta alumina
ceramic physically separates the molten reactants. Ability to
retain mechanical integrity is a basic necessity for a period of
at least 3 years at an operating temperature of 350C when
chemical attack will be accelerated. Assumine this to be
beta alumina must satisfy the requirements, for example, fo
handling and assembly into a cell and battery, differentu
pressures set up during cell operation, and for compatability i
seals. One of the features associated with the failure of th
sodium/sulfur cell is the formation or penetrating of metalli
sodium in the solid electrolyte. Examination of beta alumin
after passage of current reveals two distinct types of sodiui
occurring from the sodium/beta alumina interface, one bein
grey filaments passing through the thickness of the beta ah
mina and the other a band of general darkening of the mater
al. By substituting a change in composition in the beta alumir
manufacturing process, a material has been produced which s
far shows virtually no sign of electronic breakdown during ii
cell testing. When this material is tested in a sodium/sulfur es
vironment, the cell resistance remains constant. It is conclude
that the optimum performance of the beta alumina electroly
is dependent on its composition.
by M. D. Hames; J. H. Duncan
British Railways Board
Rept. No. SAE-750375 ; 1975 ; 14p 9refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 267
THE VARIABLE RATIO MASTER CYLINDER--A
DESCRIPTION OF ITS FUNCTION AND OPERATIO
The concept of an improvement in work utilization by modi
cation of the hydraulic brake master cylinder currently ei
ployed in production of automotive vehicles is presented. Tl
improvement, which is in the form of a variable ratio rnast
cylinder having the advantage, among others, of reducing i
termediate and final brake pedal efforts without the need f
an external assist, is explained. The variable ratio mast
cylinder is similar in external appearance to a convention
master cylinder, but it has an additional bore whose centerlii
is collinear with the centerline of the primary bore, and
known as a boost bore. Brake pedal efforts may be varied
meet individual objectives by changing the diameter of tl
bores. Where undesirably high brake pedal efforts, reduci
engine compartment size, or inefficient, high cost or non-e
istent external power assists are an impediment to the realiz
tion of an efficient brake actuation system, the variable raf
master cylinder provides a satisfactory alternative witho
major disadvantages.
by R. L. Nigg; A. W. Palmer; R. F. Green
Borg-Wamer Corp., Borg and Beck Div.
Rept. No. SAE-750382; 1975; lip'
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 268
BRAKE FLUID FUNCTIONABILITY IN
CONVENTIONAL AND ANTI-SKID SYSTEMS IN
ARCTIC CONDITIONS
The effect and description of vehicle braketests perform
under conditions of low ambient temperature and the evalu
tion of the effect of brake fluid viscosity, under these con<
tions, on brake system performance are presented. Vehic
Viralrino
w/ithin
July 31, 1976
HS-018 272
fluids with viscosities up to 1.48 times .001 square meters per
second at ambient temperatures down to minus 30 degrees C
have no adverse effect on braking when used in either conven-
tional or anti-skid brake systems under road conditions nor-
mally encountered at these low ambient temperatures.
by David Brown; Colin Harrington
Burmah Castrol Co., Res. Lab., United Kingdom
Rept. No. SAE-750383 ; 1975 ; 6p 2refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975. Prepared in
cooperation with Girling Ltd.
Availability: SAE
HS-018 269
HYDRAULIC POWER BRAKE BOOSTER FOR
SMALL CARS
A hydraulic power booster which has been developed for
small automobiles and which utilizes the power steering pump
as a power source, is presented. The unit provides higher
master cylinder pressures and lower pedal efforts to aid in
meeting regulations set by the National Highway Traffic
Safety Administration. In addition, the booster configuration
provides a smaller and lower weight package than similar units
and provides a ratio change feature. Features worthy of
emphasis include: hydraulic travel ratio change and travel
limiters that are concentric in design, which allow for simplifi-
cation in packaging and manufacturing, plus a solid and secure
feeling column link between the input and output push rods; a
poppet type inlet and exhaust valve which minimize suscepti-
bility to contaminated fluids; a hydros tatically controlled gain
valve providing simplif ied packaging and minimized interaction
between steering and braking; and a package design which al-
lows for interchangeability of mounting flanges to adapt to dif-
ferent firewall configurations and master cylinder mounting
flanges with minimum tooling modifications.
by Kenneth B. Swanson
Midland-Ross Corp.
Rept. No. SAE-750384 ; 1975 ; 7p
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 270
STEPPED BORE MASTER CYLINDER--A WAY OF
IMPROVING DUAL BRAKE SYSTEMS
Dual brake systems are required in motor vehicles in the
United States. These systems increase the safety of motor
vehicles by overcoming the loss of braking effect which oc-
curs when a brake pipe or hose in a single-circuit system
breaks. However, a disadvantage of the dual system is the
extra pedal movement and increased pedal force which are
required when one circuit has broken down. Since the max-
imum deceleration which can be obtained is dependent on the
largest pedal force that the driver can produce, or the max-
imum friction force which can be exerted at the braked
wheels, a deterioration in deceleration normally occurs when
one circuit breaks down. A dual brake system which includes
a tandem master cylinder was introduced on the Volvo 144 in
1966. This system still caused rather large pedal stroke losses
when one circuit broke down, resulting in a feeling of un-
resiliency in the pedal. A new type of master cylinder was in-
this new cylinder is based on the use of two pistons, loosely
connected with one another, and with different diameters, in
one cylinder. When the brakes are applied with an intact
system, the pressures in both circuits are the same. The pres-
sure equalization necessary to obtain the same pressure in
both circuits is achieved in the stepped bore master cylinder
with a secondary piston, which floats within certain limits. The
stepped bore master cylinder gives high brake fluid pressure
with a moderate pedal force with one circuit out of function. It
is probably most suitable when used with disc brake systems.
With drum brakes, a good automatic adjusting device is
needed.
by Ante Larsson; Lars Larsson
AB Volvo
Rept. No. SAE-750385 ; 1975 ; 8p
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 271
PASSIVE AND ACTIVE RESTRAINT SYSTEMS-
PERFORMANCE AND BENEFIT/COST
COMPARISON
Five different restraint systems-mandatory harness, airbag
plus 20 percent lap belt usage, airbag, passive three point har-
ness, and torso and knee bar are analyzed for fatality and in-
jury reduction, benefit/cost ratio, and cost effectiveness. The
mandatory harness is superior to the others in all comparisons
with approximately 100,000 lives saved over the first 10 years
which is about twice as many as would be saved by the other
systems. A major advantage of the mandatory harness is that
practically all of the vehicles are equipped while the other
systems will require 10 years for complete installation. The use
of the air cushion should not be required until field experience
shows it to be effective. The mandatory harness also showed
the lowest cost, and the highest benefit/cost ratio when com-
pared to the other systems.
by L. M. Patrick
Wayne State Univ.
Rept. No. SAE-750389 ; 1975 ; 16p 21refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 272
PASSIVE VS. ACTIVE [EQUALS] LIFE VS. DEATH
The relative success of passive and active crash protection
devices in motor vehicles is discussed. While active measures
attempt to stop injury-threatening contacts between people and
their environments by modifying the behavior of the people,
passive measures attempt to stop such contacts by modifying
the behavior of the environment. The most effective modifica-
tions in vehicle crash involvement crashworthiness factors
during recent years have been the development of such pas-
sive equipment as the energy absorbing steering column, the
laminated non-popout windshield, dashboard cushioning, im-
proved bumper systems, and improved backup braking
systems. It is suggested that active countermeasures now in
use should be replaced with passive devices. These improve-
ments could include the replacement of safety belts with pas-
sive restraints, of posted maximum 55 mph speed limits with
HS-018 273
HSL 76-07
engines with designed-in speed maxima, and of adjustable
head restraints with non-adjustable designs. It is concluded
that passive approaches have been associated with great and
lasting effectiveness in terms of lives saved and injuries
reduced, while active approaches have been associated with
far lower levels of payoff in the prevention of death and inju-
ry when people come into contact with potential hazards. It is
recommended that in Federal motor vehicle safety regulation
and manufacturer design decisions a criterion be imposed
calling for the adoption of an essentially passive approach in
every case unless it can be shown that no such approach ex-
ists.
by A. B. Kelley
Insurance Inst. for Hwy. Safety
Kept. No. SAE-750391 ; 1975 ; 14p 12refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 273
EVALUATION OF TWO CONVEX MIRROR
SYSTEMS BY GOVERNMENT DRIVERS
A nationwide field study of two types of convex mirror
systems was made by the National Highway Traffic Safety
Administration (NHTSA) with the cooperation of the General
Services Administration (GSA) for a 10 month period starting
in January 1974. One convex mirror system, known as the
Type 1 system, consisted of a non-adjustable convex mirror
on the right fender, the original outside mirror on the driver's
door, and a larger inside mirror. The Type 2 mirror system
consisted of an adjustable convex mirror mounted on each
fender and the original inside rearview mirror. A total of 515
Federal employees evaluated these two convex mirror systems
at six major test locations to provide 627 questionnaires. An
analysis of the questionnaires shows that drivers preferred the
Type 2 convex mirror system over the Type 1. From com-
ments received, it seems that the drivers objected mainly to
the non-adjustable feature and restricted field of view of the
Type 1 system rather than to the fact that it was only a one-
:onvex mirror system as compared to a two-convex mirror
;ystem. However, neither convex mirror system was rated as
lighly as the periscope system which was evaluated in a previ-
>us field test of 50 automobiles. This suggests that drivers
vould prefer unit magnification mirror systems with larger
earward fields of view over convex 'mirror systems with
oughly the same view. Drivers also prefer the convex mirror
systems over conventional mirror systems because the convex
nirrors provide greater rearward visibility.
)y Charles H. Kaehn
Department of Transportation
Rept. No. SAE-750472 ; 1975 ; lip 13refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 274
OCCUPANT PROTECTION-BACK TO THE BASICS
A structured reorientation to the basics of occupant protection
with restraint systems is presented. A general assessment of
the various kinds of restraints as they relate to those basics is
cushions; full crash mode air cushions; passive belts and belt
improvements; and inflatable belts. After examining the
systems, some fundamental conclusions began to take shape: a
new system doesn't necessarily mean a better system; in-
creased sophistication or system complexity, while solving
some problems, often can introduce greater problems, espe-
cially if there is inadequate development and test time; singu-
larity of approach may restrict technological developments
that may have yielded greater benefits; and a reassessment of
the basics from time to time serves to maintain a favorable
perspective in ordering priorities. The basics of an effective
restraint system are those which: consider the limits of the
passenger compartment integrity; are designed with some
capacity for growth with the vehicle; are practical to imple-
ment; are configurated for occupant comfort and convenience;
are oriented towards all types and sizes of people; and are
designed for accidents in the field, and not merely fixed bar-
riers.
by Philip D. Vrzal
Chrysler Corp.
Rept. No. SAE-750394 ; 1975 ; lip Srefs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 275
DETERMINATION OF RESTRAINT
EFFECTIVENESS. AIRBAG CRASH TEST
REPEATABILITY
Thirty-three airbag-equipped 1972 Mercury automobiles were
crash tested at three different test laboratories in order to
determine the repeatability of test results in the proposed
Federal Motor Vehicle Safety Standards (FMVSS) 208
procedure. Twenty-four of the cars were frontally crashed into
perpendicular and 30 rigid barriers. Nine Hybrid-II crash
dummies were used. Significant inconsistencies in results from
the three testing agencies were reported. There was a large
component of test variability due to uncontrolled and generally
unknown factors operating in each test crash. On the average,
differences from one test dummy to another contributed com-
paratively little to the unrepeatability of test readings.
by John Versace; Roger J. Berton
Ford Motor Co.
Rept. No. SAE-750395 ; 1975 ; lip
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975. Prepared in
cooperation with Calspan and Dynamic Science.
Availability: SAE
HS-018 276
DEVELOPMENT OF POLICE CAR BRAKE
STANDARDS
In 1957, the Los Angeles Police Department recognized the
need for improvement in braking systems on police emergency
vehicles. From that date to the present time, there has been an
ongoing program of testing and evaluating brake linings and
braking systems to provide fade-free balanced braking. As a
result of this program, substantial improvements have been
made in developing brake characteristics which point the way
for police vehicle braking standards. Tests were run on a
juiy
H5-U15 281
from the field. Representatives from each of the automobile
manufacturers' brake engineering staffs were invited to par-
ticipate in the tests. Several types of brake linings were sent
from manufacturers participating in the testing program. It is
anticipated that the utilization of a 4-wheel disc brake with a
metallic or semimetallic pad on ail four discs will probably
meet the needs of police application.
by G. R. Wynne
Los Angeles Police Dept.
Rept. No. SAE-750397 ; 1975 ; 8p
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 277
A BRAKING EFFICIENCY TEST TECHNIQUE
A method whereby vehicle stopping performance can be
specified, measured, and compared independently of the test
surface is presented. It provides for an independent measure
of the prevailing friction potential of the test surface which is
used to normalize the measured stopping performance of the
test vehicle. The concept presented is tailored toward a safety
argument and toward rulernaking as a potential adaptation to
braking effectiveness requirements which currently exist. A
new mobile tire dynamometer, developed for this program, is
discussed, as are the results of a demonstration test program.
The computation of the ideal stopping distance is appended.
by Christopher B. Winkler; Robert D. Ervin
University of Michigan
Rept. No. SAE-750398 ; 1975 ; 15p 3refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 278
IS THE PROPOSED FEDERAL STANDARD FOR
BRAKES ADEQUATE FOR POLICE PATROL
VEHICLES?
In 1972, the National Bureau of Standards surveyed 530 police
departments to determine what was wrong with their patrol
cars: 449 departments responded to the survey. Thirty-two
percent of the respondents identified brakes as the most dan-
gerous feature, and 36 percent identified it as the system most
in need of standards. Ninety-four percent of the respondents
rated their patrol car brakes excellent to satisfactory at speeds
under 70 mph but 25% rate them poor over 70 mph. While the
new Federal Motor Vehicle Safety Standard 105-75 may im-
prove the brake systems for patrol cars for routine, low speed
use with frequent brake applications, it will be necessary to
continue testing patrol car brakes under severe driving condi-
tions to assure reliability at high speeds.
by Jared J. Collard
National Bureau of Standards
Rept. No. SAE-750399 ; 1975 ; 8p 6refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 279
RADIAL PLY TIRES-HOW DIFFERENT ARE THEY
IN THE LOW LATERAL ACCELERATION REGIME
Cornering and camber stiffness for 160 passenger automobile
tires were analyzed with the objective being to assess the dif-
ferences between radial ply, bias belted, and bias ply tires in
linear cornering properties. Radial ply tires could be clearly
distinguished from bias belted and bias ply tires on the basis
of their equivalent slip angles. Bias belted and bias ply tires,
however, showed strong overlap in all their cornering data. A
vehicle cornering at low lateral accelerations does not exhibit
distinctly different under/oversteer characteristics with the
three generic tire types as long as they are not mixed. If they
are mixed, large departures from the matched state may occur,
particularly for radial ply/bias ply tire configurations. Large
changes may also take place if tires are replaced by others of
the same generic type but of different brands.
by Dieter J. Schuring; R. Douglas Roland
Calspan Corp.; AMF, Inc.
Rept. No. SAE-750404 ; 1975 ; 18p 2refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 280
THE EFFECT OF BELT MATERIALS ON
PERFORMANCE OF RADIAL PASSENGER TIRES
The effect of radial passenger tire performance of the four
most common belt materials, fiberglass, Kevlar, rayon, and
steel, is discussed in light of their contributions to tread band
stiffness. The magnitude of the material effects on per-
formance is compared to the magnitude of belt geometric
design effects on performance. Performance variables
discussed include: high speed; power loss; wear; harshness;
and force and moment. It is demonstrated that the belt materi-
al differences do have a significant effect on performance re-
lated directly to how the material differences affect tread band
stiffness. It is also shown that other design effects can
overwhelm differences due to material differences alone.
by Marion G. Pottinger
B. F. Goodrich Co.
Rept. No. SAE-750405 ; 1975 ; 12p 23refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 281
TIRE INDUCED STEERING PULL
A theory of vehicle steering pull, created by asymmetrical tire
cornering properties, is developed. It is validated with free
control data obtained on the road. The effects of tire lateral
force and aligning torque asymmetries on a car's straight line
stability are analyzed for both fixed and free control. Equa-
tions for front axle lateral force, steering system moment, and
sideslip angle are derived. These are based on tire properties
and certain assumptions about the automobile's characteristics.
This theory is validated using data obtained in open road test-
ing. The test techniques, as well as alternate ones, are
presented in addition to the relationships between actual front
axle force and axle conicity force, ply steer force, and lateral
HS-018 282
HSL 76-0:
force offset. It was found that front axle conicity force corre-
lates very strongly with a more accurate theoretical prediction.
Axle force predicted by tire conicity force is somewhat low.
by Richard W. Topping
B. F. Goodrich Co.
Rept. No. SAE-750406 ; 1975 ; 10p Srefs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
large and small male and female adults based on a rational siz
ing scheme.
by Robert P. Hubbard
General Motors Res. Labs.
Rept. No. SAE-750429 ; 1975 ; 7p Srefs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 282
MASS DISTRIBUTION PROPERTIES OF THE MALE
CADAVER
Mass distribution properties of the human body and its 14 pri-
mary segments were measured in three dimensions using six
male cadavers. Data collected include anthropometry, mass,
center of mass, and the principal moments of inertia. The prin-
cipal moments of inertia were computed using a 3 x 3 matrix
of values derived from simple pendulum measurements about
six non-parallel axes. Anatomical segmentation procedures
used are emphasized and compared with those in previous in-
vestigations. In addition, comparisons of the measured data
with the extant data in the literature on the whole body and its
segments are presented and discussed. It is concluded that: the
relationships of the segment principal moments of inertia to
body mass and segment volumes are high with the latter
providing, in general, the best predictors of inertia; the
directional angles of the principal moments tend to approxi-
mate but are not identical to the segment-reference axis
system; and for most segments, the difference in the principal
moments-of-inertia between the seated and standing subjects
are small and fall within sample variability.
by Herbert H. Reynolds; Charles E. Clauser; John
McConville; Richard Chandler; J. W. Young
Hwy. Safety Res. Inst.; Wright-Patterson Air Force Base;
Webb Associates; Civil Aeromedical Inst., FAA
Rept. No. SAE-750424 ; 1975 ; 21 p 28refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 284
DYNAMIC ANTHROPOMETRY AND DESIGN OF A
VEHICLE DRIVER'S CONTROL AREA
An automobile driver's control area must be designed in sue
a way as to comply with morphological and biomechanic;
requirements in order to make it possible for the driver to ge
the best advantage of the area. Problems encountered in th
achievement of the driver's control area are of different kind;
dimensional analysis of the space used by the driver and relz
tive motions of anatomical elements; and performance varii
bility analysis in relation to control position within the define
activity space. Such an analysis can only bring about results
it takes into account a fundamental factor of material an
equipment designthe development of morphological feature
of the using population. Two observations were made from a
analysis of performance variation: that subjects instinctivel]
and almost always without any noticeable variation, recovere
the postures which they had adopted during previous exper
ments; and the functional area drawn by the prominent lim
proved different and generally larger than that drawn by th
other upper limb. This raises the problem of prominent lim
functional activity in a minority population of left-handed pet
pie living in an environment designed and used by a majorit
of right-handers.
by A. Coblentz; G. Ignazi
Laboratoire d'Anthropologie et d'Ecologie Humaine (France)
Rept. No. SAE-750430 ; 1975 ; 6p
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 283
ANTHROPOMETRIC BASIS OF THE GM ATD 502
CRASH TEST DUMMY
An anthropometric basis for crash dummy design, resulting in
the development of the General Motors Anthropometric Test
Dummy 502, is described. The spinal column of an average
adult male was located for an erect seated position leading to
guidelines for placement of dummy components and sectioning
of the dummy into segments. The demarcation scheme for
dummy segments with a known correspondence to human
structure is defined. The weight and weight distribution of
these dummy segments were defined, based on anthropometric
data. These results provide some assurance that the size, rela-
tive location, and weight distribution of dummy structures are
representative of human characteristics. The following work is
recommended: definition of the location of human body struc-
tures in a range of automotive seats with particular emphasis
on the location of the head, chest and pelvis; definition of the
configuration of human shoulders, chest and pelvis; and
HS-018 285
ROUGHNESS IN STEEL-BELTED RADIAL TIRES-
MEASUREMENT AND ANALYSIS
The roughness performance of sixteen steel-belted radial tire
has been studied using high speed uniformity, subjectiv
evaluations, and instrumented vehicle techniques. An analysi
of the results indicates two important conclusions. First, thz
tractive force variation is the principal tire non-uniformit
causing steel-belted radial tire roughness in a majority of 197
vehicles. This conclusion is based on two experimentall
verified facts: that resonant frequencies of steel-belted radii
tires are independent of manufacturer, with the first resonar
mode of tractive force variation occurring at 28 Hz.; and th
majority of 1973 vehicles exhibit primary transfer functio
resonances between 20-40 Hz. Since the fore-aft resonar
frequency of the tire coincides with the fore-aft transfer func
tion resonance of the vehicle, a large percentage of the trac
tive force variation energy from the tire can be transmitted t
the vehicle, thereby resulting in a tire roughness disturbance
The second result of the analysis indicates that accurate coi
July 31,1976
HS-018 290
strumentation readings, and that these values also correlate
well with outdoor ride analysis.
by K. D. Marshall; N. W. St. John
B. F. Goodrich Co.
Rept. No. SAE-750456 ; 1975 ; 8p 2refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
tribution at the tire-rim interface is known for various tire
loading conditions.
by J. D. Walter; R. K. Kiminecz
Firestone Tire and Rubber Co.; Systems Res. Labs.
Rept. No. SAE-750458 ; 1975 ; lOp 9refs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 286
THERMAL/VOLTAGE RESPONSE
CHARACTERISTICS OF AUTOMOTIVE
NONANTIMONIAL LEAD-ACID BATTERIES
The critical temperature/voltage relationship for initiation of
thermal runaway is characterized for standard antimonial, low
antimonial, and nonantirnonial automotive lead-acid batteries.
Current acceptance under overcharge conditions over the full
range of normal operating temperatures and applied voltages
revealed the following advantages for eliminating antimony
from the lead-acid battery: better tolerance of high tempera-
tures and overvoltages resulting in an associated lower rate of
positive grid corrosion; a reduction in the rate of water loss,
and a reduction in the rate of generation of explosive gas mix-
tures; and 20-25 percent higher cranking currents. Problems
such as substantial manufacturing costs, voltage regulation
malfunction, and lack of any practical antimony free alloys at
the present, are likely to retard wide usage of antimony free
batteries until further advances are made in technology.
by Charles E. Wright; Vincent M. Halsall
Globe-Union Inc., Globe Battery Div.
Rept. No. SAE-750471 ; 1975 ; 4p Srefs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 287
BEAD CONTACT PRESSURE MEASUREMENTS AT
THE TIRE-RIM INTERFACE
A method for measuring the normal contact pressure distribu-
tion at the interface between a tire and a rim using a miniature
magnetostrictive transducer as the load sensor is described.
The transducer is a 0.050 inch diameter nickel ferrite toroidal
core wrapped with primary (excitation) and secondary (sense)
windings. As the core is stressed, the magnetostrictive
phenomenon causes an increase in the magnetic flux and a
corresponding change in the induced output voltage across the
sense windings. This voltage change is signal conditioned to
yield a direct current voltage output as a function of core
stress which is proportional to the bead contact pressure. The
bead contact pressures were mapped at the interface between
various radial tires and rims under static and dynamic loading
conditions. Static pressure distributions obtained for the in-
flated, but otherwise unloaded, condition provide a measure of
the conformability of the tire to the rim. Dynamic pressure
distributions show stress patterns developed under straight-
ahead rolling and cornering conditions. With the aid of such
bead contact pressure measurements, stress analysis studies of
tires and wheels can now be conducted on a more rational
basis than in the past because the exact nature of the load dis-
HS-018 288
AN OPTICAL CORRELATION METHOD FOR THE
DIRECT MEASUREMENT OF TRANSIENT SIDESLIP
AND SLIP ANGLES OF MOTOR VEHICLES [EIN
KORRELATIONSOPTISCHES VERFAHREN ZUR
DEREKTEN MESSUNG VON INSTATIONAREN
SCHWIMM- UND SCHRAGLAUFWINKEIN AN
KRAFTFAHRZEUGEN]
A method which enables the direct measurement of sideslip
and slip angles, even under transient driving conditions, is
presented. The method is based on the principle of non-con-
tact velocity measurement at the vehicle in two coordinates:
the two measured velocity vectors; and the instantaneous
direction of motion. Thus, the sideslip and slip angles can be
determined. High demands are made on the measuring accura-
cy, since angles of less than one degree frequently occur. The
velocity sensors, developed by the Leitz Company, operate
according to an optical correlation method with spatial
frequency filtering, in which the road surface structure is
reproduced on a grating, and the passing light is collected by a
photo recorder. The photo recorder signal frequency is propor-
tional to the velocity with which the image planes are moved
normal to the grating lines. Numerous measurements under
various driving conditions established that the instrument
satisfies the demands with respect to accuracy, handiness, and
universal implemenation in the vehicle, and is superior to
former methods of measuring slip angles. With this method,
one of the gaps in vehicle measuring technique has been
closed.
by Adam Zomotor
Publ: ATZ Automobiltechnische Zeitschrift v77 n7/8 p213-8
(Jul/Aug 1975)
1975 ; 1 Srefs
Text also in German.
Availability: See publication
HS-018 290
MONTHLY VARIATIONS IN ROAD ACCIDENT
FREQUENCY
The seasonal variation of accident numbers and traffic
volumes in Britain are described, the variation in these pat-
terns over the past few years is investigated, and trends in the
seasonal variation of traffic fatalities in Britain and the United
States (U.S.) since 1956 are compared. The British accident
data used were the numbers of all injury accidents reported to
British police in the years 1965-1973. The percentages of the
annual accident totals occurring in each month of these years
are tabulated. The British and American fatality data between
1956 and 1973 are not fully tabulated. It is concluded that: the
distribution of traffic volumes, accidents and fatalities in
opposite direction.
by S. P. Satterthwaite
Publ: Traffic Engineering and Control v!7 nl p!8-20 (Jan 1976)
1976 ; Srefs
Availability: See publication
HS-018 291
THE EVALUATION OF THE NORTH CAROLINA K-9
TRAFFIC SAFETY CURRICULUM
A pilot traffic safety curriculum for use in kindergarten
through the ninth grades was implemented in fourteen public
schools in North Carolina. The Highway Safety Research
Center conducted an evaluation of the curriculum in three
phases: the amount of knowledge that students acquired was
measured by tests administered before and after the curricu-
lum was taught; the extent to which the children modified
their pedestrian and bicyclist behavior was examined; and a
questionnaire was mailed to each teacher participating in the
curriculum in order to determine how useful the materials
were, how much they were used, and what changes were
recommended. Evaluation showed that the curriculum was
generally well accepted and used by the teachers. At the ele-
mentary school level, the curriculum resulted in a significant
increase in students' traffic safety knowledge, but behavioral
changes were not observed to reflect this increased
knowledge. The major reason given for not teaching an area of
the curriculum was inadequate time. The independent
judgments of pedestrian and bicyclist behavior are tabulated
and copies of the questionnaires used are provided.
by Susan S. Padgett; Patricia F. Waller
University of North Carolina, Hwy. Safety Res. Center,
Chapel Hill, N.C.
1975 ; 80p
Supported by the State of North Carolina in cooperation with
the National Hwy. Traffic Safety Administration and the Res.
Triangle Inst.
Availability: Corporate author
HS-018 292
THE NATIONAL ELECTRONIC INJURY
SURVEILLANCE SYSTEM AND BICYCLE-
ASSOCIATED ACCIDENTS: FINAL REPORT
The National Electronic Injury Surveillance System (NEISS)
used by the Consumer Products Safety Commission (CPSC)
has produced data which lead to national estimates of product-
associated injuries. The results of a study of the methods of
data collection used by the NEISS and the uses made of such
data are presented. Two major areas for improvement of the
NEISS are suggested: changing the design of the hospital sam-
ple and instituting primary data collection rather than sampling
existing hospital records. Product comparisons implied by the
"age adjusted frequency severity index" calculated by the
CPSC are found to be quite sensitive to the particular injury
severity scale used and to the particular age weighting factor
used. Alternatives to the numerical scales currently used are
suggested. An analysis of bicycle-associated injuries based on
data from the NEISS is presented which shows a nearly stable
total after adjustment for seasonal effects. Misinterpretations
of the data which have appeared in various publications are
presented.
by Jairus D. Flora; Richard J. Kaplan; Elizabeth Margoshes;
Peter D. Ward
University of Michigan, Hwy. Safety Res. Inst., Ann Arbor,
Mich.
Rept. No. UM-HSRI-SA-75-18 ; 1975 ; 156p 19refs
Sponsored by the Bicycle Manufacturers Assoc. See also
Interim rept. HS-018 213.
Availability: Corporate author
HS-018 293
INVESTIGATION INTO THE DEGREE OF
APPLICATION OF THE FREQUENCY PARAMETER
AT PART THROTTLE CONDITION IN GASOLINE
ENGINES
An application of the frequency parameter for viscous flow a
meters to the measurement of air consumption of gasoline e
gines at full-and part-throttle conditions is investigated. E:
periments with a single cylinder engine have shown that
higher engine speeds, the linear relationship between the ra
of flow and the pressure difference deviates. Therefore, tl
frequency parameter obtained at deviation speeds for ea<
viscous flow meter can be used as a criterion for the depend
ble working range. As a result, an exponential relationship h
been found between the frequency parameter and the pla
distance of the viscous flow air meter. According to this rel
tionship, it is clear that the dependable working range of tl
visous flow meters increases when applied to the engii
running in part-throttle condition. In all 16 tests performed, tl
flow rates were measured by using an orifice meter togeth
with an air box under a steady flow condition. Then the valu
of the flow rates were plotted versus the pressure differen
across the viscous flow air meter for each test. The resii
showed that the volume rate of flow versus the mean pressu
drop across the viscous flow air meter remained linear up to
certain range. Beyond the range, the relationship deviati
from linearity as the speed increased.
by H. Sezgen
Middle East Technical Univ. (Turkey)
Rept. No. SAE-750474 ; 1975 ; 16p llrefs
Presented at the Automotive Engineering Congress and
Exposition, Detroit, Mich., 24-28 Feb 1975.
Availability: SAE
HS-018 294
SOME CHARACTERISTICS OF LIGHT-TRUCK
ACCIDENTS IN TEXAS. FINAL REPORT
Highway Safety Research Institute (HSRI) maintained data f
police-reported accidents in the state of Texas during calend
year 1973. Data were studied to establish some characteristi
of light-truck accident involvements and to compare the a
cident experience of passenger cars and light trucks. Findin
were presented in terms of weather, type of truck, inju
frequency and severity, driver-related factors, roadway co
figuration, time of day, and day of week. It was found th
light-truck accidents are most likely to occur during t]
daytime on weekdays, especially on Friday. The majority
accidents occur in cities or on trunkline highways on straigl
level roads that are in good condition. Collison with anoth
motor vehicle was the most frequent type of accident. Occ
passenger-car occupants. Drivers of light trucks tend to be
older than drivers of automobiles, and they are predominately
male. Distribution of police-reported violations is much the
same as for passenger cars, with failure to yield right of way
the most frequently occurring type of violation.
by John A. Green
University of Michigan, Hwy. Safety Res. Inst., Ann Arbor,
Mich. 48105
Kept. No. UM-HSRI-SA-75-15; 1976; 39p 2refs
Report for Jun-Jul 1975. Sponsored by the Motor Vehicle
Manufacturers Assoc.
Availability: Motor Vehicle Manufacturers Assoc., 320 New
Center Blvd., Detroit, Mich. 48202
HS-018 295
REFLECTORIZED LICENSE PLATES: A REVIEW
AND ANALYSIS OF RESEARCH, TECHNICAL DATA
AND DOCUMENTATION RELATED TO THEIR USE
A report on the use of reflectorized license plates by a number
of states is presented. Factors resulting from the use of reflec-
torized plates are analyzed. Among these factors are: visual
factors such as detection and recognition of plates by other
drivers and law enforcement officials; clarification of traffic
status; accidents and visibility by state; engineering and use
considerations; economics; durability of reflectorized plates;
and decision making about the use of reflectorized plates. A
special survey was made of rear-end and nighttime collisions
involving the license plates; rural traffic accidents; mean
reflectivity of various types of plates; and projected costs
savings assuming all vehicles were reflectorized versus all
vehicles were not reflectorized. In summary, it was reported
that: reflectorized plates increase the probability that the vehi-
cle will be detected sooner by an approaching vehicle; some
impressive decreases in night collisions were obtained by use
of the plates in certain states; the reflectorized plate provided
a durable visibility aid that could be periodically renewed; legi-
bility of reflectorized plates was better than non-reflectorized
plates in law enforcement/vehicle identification; and the use of
the reflectorized plates was cost-beneficial in use on state-
owned vehicles. Analyses also show that the plate has benefits
in assessing cars with portions of the lighting system not func-
tioning, providing detection distances in excess of stopping
distances, supplying reflectorization on the front of the vehi-
cle, and aiding judgment of distances.
by Kenneth G. Cook
Century Res. Corp., 4113 Lee Hwy., Arlington, Va. 22207
1975 ; 11 Ip 130refs
Sponsored by 3M Co., Safety Systems Dept., St. Paul, Minn.
55101.
Availability: 3M Co., Safety Systems Dept., St. Paul, Minn.,
55101
HS-018 296
CADILLAC'S ELECTRONIC FUEL INJECTION
Cadillac Motor Car Division of General Motors has introduced
an electronic fuel-injected Seville as standard-equipment. This
marks the first standard-equipment application of fuel injec-
tion to an American automobile. Fuel injection offers basic ad-
vantages such as: elimination of the manifold heat riser and
carburetor choke; elimination of the need to design intake
manifolds with consideration of the effects of hot spots or fuel
to fast braking or cornering; freedom in styling of hood lines;
and capability to deliver an identical air-fuel charge to each of
the cylinders, which permits the engine to operate closer to its
lean limit and still provide good driveability. Disadvantages in-
clude: increased cost over conventional carburetion; increased
elaboration and complication of components; and the need to
re-educate service personnel to deal with the new, complex
system.
by Larry Givens
Publ: Automotive Engineering v84 n2 pi 8-23 (Feb 1976)
1976
Prepared in cooperation with General Motors Corp., Cadillac
Motor Car Div., and Bendix Corp., Electronics and Engine
Control Systems Group.
Availability: See publication
HS-018 297
NEW CONCEPTS IN IGNITION TECHNOLOGY
A multiple-firing ferroresonant capacitive-discharge ignition
(FCDI) system with sustained discharge between successive
firings, recently designed by Ford Motor Co.'s engineering and
research staff, is described. The FCDI is a programmable
system in which spark characteristics such as duration, restrik-
ing rate, gap current, and gap energy can be electronically
controlled. The operation depends on an ignition coil equipped
with a ferroresonant secondary circuit. This differs from con-
ventional resonance in the following ways: it exhibits hystere-
sis characteristics; its resonant frequency depends on its volt-
age level; and the ferroresonance tends to be more broad
banded than conventional resonance. The coil contains a dual
primary winding; a single secondary winding; and a ferrite
core. A small number of three-gap spark plugs were fabricated
for experimental analysis and it was found that they not only
provide substantially longer arc lengths, but allow for more
dissipation of the energy stored in the winding of the ignition
coil. Energy is delivered in a shorter time, and the breakdown
voltage required to establish the long arc length can be made
significantly less than that for a single-gap plug.
Publ: Automotive Engineering v84 n2 p26-9 (Feb 1976)
1976
Based on SAE papers 760264, "The Performance of a
Multigap Spark Plug Designed for Automotive Applications"
and 760266, "The Ferroresonant Capacitor Discharge Ignition
(FCDI) System: a Multiple Firing CD Ignition with Spark
Discharge Sustaining Between Firings," presented at the SAE
Annual Meeting, Detroit, 23-27 Feb.
Availability: See publication
HS-801 494
MULTIDISCIPLINARY ACCIDENT INVESTIGATION
SUMMARIES. VOL. 6, NO. 8
Case summaries of recent in-depth reports submitted by Mul-
tidisciplinary Accident Investigation Teams are given. The
case reports are individual, clinical studies of accidents which
generally involve vehicles of the last three model years in
fatal, injury producing, or property damage severity (involving
at least one vehicle being towed from the scene) accidents. In
investigating the accident, the team members made an in-depth
study of each level of the collision (pre-crash, crash, and post-
crash) and each element of the collision (human, vehicle, en-
vironment). Each summary consists of identification informa-
HS-801 499
HSL 76-(
tion; basic information on the highway and vehicles involved;
a description of the driver and occupants involved (with their
injuries); a phase-by-phase description of the sequence of
events of the collision; and a list of the causal factors, conclu-
sions and recommendations. A diagram of each collision is
given on the last page of each summary. Reports in this collec-
tion were taken from the files of: Calspan Corporation;
University of Michigan; University of Oklahoma; Stanford
Research Institute; University of Southern California; and the
University of Utah.
National Hwy. Traffic Safety Administration, 400 Seventh St.,
S.W., Washington, D.C. 20590
Rept. No. PB-241 647 ; 1975 ; 354p
Availability: NTIS
HS-801 499
MULTEDISCIPLINARY ACCIDENT INVESTIGATION
SUMMARIES. VOL. 6, NO. 5
Case summaries of in-depth reports submitted by the Mul-
tidisciplinary Accident Investigation Teams are presented. The
case reports are individual, clinical studies of accidents which
generally involve vehicles of the last three model years in
fatal, injury producing, or severe property damage (involving
at least one vehicle being towed from the scene) accidents. In
investigating the accident, the team members made an in-depth
study of each phase of the collision (pre-crash, crash, and
post-crash) and each element of the collision (human, vehicle,
and environment). Each summary consists of identification in-
formation; basic information on the highway and vehicles in-
volved; a description of the driver and occupants involved
(and their injuries); a phase-by-phase description of the
sequence of events of the collision; and a list of the causal
factors, conclusions and recommendations. A diagram of each
collision is given on the last page of each summary. Reports in
this collection were taken from the files of: Calspan; Maryland
Medical-Legal Foundation; University of Michigan; University
of Oklahoma; Stanford Research Institute; and the University
of Utah.
National Hwy. Traffic Safety Administration, 400 Seventh St.,
S.W., Washington, D.C. 20590
Rept. No. PB-241 644. ; 1975 ; 344p
Availability: NTIS, PB-241 -644
HS-801 501
MULTIDISCIPLINARY ACCIDENT INVESTIGATION
SUMMARIES. VOL. 6, NO. 4
Case summaries of in-depth reports submitted by the Mul-
tidisciplinary Accident Investigation Teams are presented. The
case reports are individual, clinical studies of accidents which
generally involve vehicles of the last three model years in
fatal, injury producing, or severe property damage (involving
at least one vehicle being towed from the scene) accidents. In
investigating the accident, the team members made an in-depth
study of each phase of the collision (pre-crash, crash, and
post-crash) and each element of the collision (human, vehicle,
environment). Each summary consists of identification infor-
mation; basic information on the highway and vehicles in-
volved; a description of the driver and occupants involved
(and their injuries); a phase-by-phase description of the
sequence of events of the collision; and a list of the causal
collision is given on the last page of each summary. Reports
this collection were taken from the files of: Calspan; Marylai
Medical-Legal Foundation; Southwest Research Institul
Stanford Research Institute; and the University of Utah.
National Hwy. Traffic Safety Administration, 400 Seventh S
S.W., Washington, D.C. 20590
Rept. No. PB-241 643. ; 1975 ; 341p
Availability: NTIS, PB-241-643
HS-801 775
MOTOR VEHICLE SAFETY DEFECT RECALL
CAMPAIGNS. JULY 1, 1975 TO SEPTEMBER 30,
1975. DETAILED REPORTS. QUARTERLY REPORT
A detailed information collection regarding defect recall ca
paigns conducted by domestic and foreign automobile a
equipment manufacturers during the third quarter of 1975
presented. Domestic companies covered in the survey
eluded: AM General Corporation; Blue Bird Body Compai
Boyertown Auto Body Works; Bricklin Vehicle Corporate
Brougham Industries; Champion Home Builders Compai
Checker Motors Corporation; Chrysler Corporation; Execut
Industries, Incorporated; Fleetwood Enterprises, Incorporat
The Flxible Company; Ford Motor Company; General Mot
Corporation; Harley-Davidson Motor Company; Internatio
Harvester Company; J. H. Holland Company; Lockheed M
siles and Space Company; Mack Trucks; Paccar, Inc
porated; Sebring- Vanguard, Incorporated; Sheller-Globe C
poration; Starcraft Company; Sutphen Fire Equipment Cc
pany; Symons Corporation; Vesely Company; Welch F
Equipment Company; White Motor Corporation; and \V
nebago Industries. Foreign automobile manufacturers includ
British Leyland Motors; Fiat Motor Company; Jensen Mote
Kawasaki Motors; Norton Triumph Corporation; Porsche/A
Incorporated; and Yamaha Internationa! Corporation. Equ
ment manufacturers include: B. F. Goodrich Tire, and I
gineered Systems Company; Cummins Engine Cornpai
General Tire and Rubber Company; Geneva Metal Wh
Company; Goodyear Tire and Rubber Company; Kelly-Sprii
field Tire Company/Aluminum Company of America; Kelsi
Hayes Company; Montgomery Ward and Company; Rockw
International; and Sealco Air Controls, Incorporated.
National Hwy. Traffic Safety Administration, Washington,
D.C. 20590
1975 ; 565p
Cover title: Motor Vehicle Safety Defect Recall Campaigns-
Detailed Reports from July 1 to September 30, 1975.
Availability: NTIS
HS-801 779
SYMPOSIUM ON EFFECTIVE HIGHWAY SAFETY
ADJUDICATION. VOL. 1. FINAL REPORT
A symposium was held to explore ways to make traffic
fense adjudication more highway safety effective. St;
highway officials from 10 primarily eastern states, as well
national experts, were in attendance. The symposium exploi
the relationship between traffic violations and highway ;
cidents; the advisability of implementing administrat
hearings to supplement or replace traffic court adjudicati<
the need for change in the traffic law system; improved rel
bilitation techniques for problem drivers; and innovative :
in hanHlino- rvm
HrinLr^r rli-it/^r
July 31, 1976
HS-801 792
groups focused on critical driver control problem areas and
developed remedial plans of action. It was recognized that
traffic law and adjudication aspects of highway safety require
renewed attention. There is a need for research and innova-
tion, and legislation should be enacted to allow experimenta-
tion in improved traffic case disposition methods and addi-
tional symposia conducted for wide dissemination of traffic
law/adjudication/highway safety material.
University of Denver Coll. of Law, 200 West 14th Ave.,
Denver, Colo. 80204
Contract DOT-HS-249-3-704
1975 ; 55p
Symposium held in New York City, N.Y., 13-16 Nov 1973.
Report for Aug 1973-Feb 1975. Cover title: Report on
Symposium on Effective Highway Safety Adjudication. Vol. 1.
Vol. 2 is HS-801 780.
Availability: NTIS
HS-801 780
SYMPOSIUM ON EFFECTIVE HIGHWAY SAFETY
ADJUDICATION. VOL. 2. FINAL REPORT
A symposium was held to explore ways to make traffic of-
fense adjudication more highway safety effective. This report
is a collection of the presentations held at the symposium,
questions from the audience, pre-and post-symposium
questionnaires, discussion group materials, and summaries of
state discussion sessions. Topics in presentation included:
highway safety adjudication, overview and orientation;
highway traffic safety system overview; the relation of the
highway to traffic safety; a task force report; a research re-
port; perspectives on "problem" drivers and programs to im-
prove them; a systematic approach to the control of the drink-
ing driver; two research reports on the characteristics of the
drinking driver; political and economic barriers to change in
highway safety and accident prevention; and legal issues in
traffic offense adjudication. The report also shows new trends
and highlights in administrative and judicial adjudication of
traffic offenses and classification of traffic offenses as infrac-
tions, recent U.S. Supreme Court decisions affecting traffic
safety court adjudication, a symposium opinion survey, and a
list of the attendees.
University of Denver Coll. of Law, 200 West 14th Ave.,
Denver, Colo. 80204
Contract DOT-HS-249-3-704
1975 ; 215p refs
Symposium held in New York City, N.Y., 13-16 Nov 1973.
Report for Aug 1973-Feb 1975. Cover title: Report on
Symposium on Effective Highway Safety Adjudication. Vol. 2.
Vol. 1 is HS-801 779.
Availability: NTIS
HS-801 788
CHILD RESTRAINT LATERAL IMPACT TESTS.
FINAL REPORT
A series of six 20 mph 60 lateral impact tests with various
child restraints were conducted to provide a brief overview of
the state-of-the-art in lateral protection of child restraints
which have been developed through dynamic testing. Tests
were performed on an impact sled utilizing a standard vehicle
seat with safety belts with no retractors or reels. Two test
dummies were used; an Alderson VIP-3C child dummy and a
of the six tests. Ten child restraint systems were tested and in-
strumentation included a film camera, a sled mounted ac-
celerometer, four belt load cells, and discrete magnetic prox-
imity probes for sled velocity determination. Full test results
are reported in terms of dummy target motion with time,
anchorage belt loads versus time, sequence camera coverage
and a brief narrative evaluation of the performance of each
system. Photographs of the tests are provided.
by J. W. Melvin
University of Michigan, Hwy. Safety Res. Inst., Ann Arbor,
Mich. 48109
Contract NHTSA-6-5180
Rept. No. UM-HSRI-BI-75-7 ; 1976 ; 92p
Report for 1 Sep-1 Oct 1975.
Availability: NTIS
HS-801 789
DEVELOPMENT OF AN AIR BAG-CRUSHABLE
DASH-KNEE BAR PASSIVE RESTRAINT SYSTEM
FOR SMALL CARS. FINAL TECHNICAL REPORT
A study was conducted to design, fabricate, test, and evaluate
a front passenger passive restraint system which would pro-
vide occupant protection under small car high speed frontal
impact crash conditions. The restraint developed employs an
air bag, a crushable dash panel, and a knee bar. The full test
program consisted of: 18 developmental sled test runs; 39
evaluation sled test runs; two full scale crash tests into a flat
barrier with two modified Ford Pintos at 41.5 and 41.7 mph; 19
post evaluation runs; energy absorbing steering column tests;
and final configuration tests. Results indicate that the restraint
system developed appears capable of providing protection
from fatality or serious injury to adult size occupants in a
small car environment up through the 35 to 40 mph crash
speed range. The system without the air bag can provide adult
protection up to the 25 to 30 mph speed range. It is also in-
dicated that the system provides protection through the 35 to
40 mph speed range for the normally seated child and will not
injure a forward position child during deployment, the deploy-
ment problem being resolved through bag folding technique.
by David J. Romeo
Calspan Corp., 4455 Genesee St., Buffalo, N.Y. 14221
Contract DOT-HS-4-00972
Rept. No. ZM-5566-V-1 ; 1976 ; lOlp 5refs
Report for Jun 1974-Dec 1975. For summary report, sec HS-
801 819.
Availability: NTIS
HS-801 792
SYSTEMS ANALYSIS OF ALCOHOL
COUNTERMEASURES. FINAL TECHNICAL REPORT
A benefit/cost analysis of the following alcohol safety counter-
measures was conducted in order to determine the potential
for successful implementation in terms of the estimated
cost/effectiveness of each countermeasure and to provide the
National Highway Traffic Safety Administration with baseline
information for allocating research money in countermeasure
development: sober pill; self tester; evidential roadside tester;
non-cooperative breath tester; alcohol safety interlock system;
continuous monitoring device; and operating time recorder. Ef-
fectiveness was measured in terms of alcohol-related accident
found that each counter-measure would be cost/effective if cer-
tain technological, performance, and cost conditions are met.
These conditions are clearly stated for each countermeasure.
by William S. Moore; Jose F. Imperial; Joan Tunstall- Marvin
H. Wagner; Paul M. Hurst
General Res. Corp., Westgate Res. Park, McLean Va 22101
Contract DOT-HS-4-00995
Rept. No. OAD-CR-115 ; 1976 ; 190p 21refs
Report for Jul 1974-Jul 1975.
Availability: NTIS
HS-801 796
RAPID RESPONSE SYSTEM TO GENERATE
HIGHWAY CRASH DATA. FINAL REPORT
A study was conducted to design, test, and document a system
which can rapidly provide specified highway crash data
responsive to the needs of the National Highway Traffic
Safety Administration. The topic selected for field testing was
the impact of the seat belt-ignition interlock on restraint usage.
Data were collected in Pennsylvania during four separate
periods between November 1973 and January 1975. A total of
872 cases of accident-involved 1974 model passenger cars were
studied. Another 876 cases of accident-involved 1973 models
were also analyzed for comparison purposes. It is concluded
that: the case acquisition rate during the initial collection
period was considerably lower than anticipated; one on-site
clerk was required for each data collection period; investigat-
ing officers were frequently unable to obtain specific methods
by which the interlock system had been defeated; some initial
confusion on the part of the investigating officers about how
to fill out the supplemental forms was evident; another aspect
of the time lags in communicating with field collection person-
nel involved supplemental forms which could not be processed
due to contradictory data; and the procedures designed for the
system are predicated on the activation of an already-existing
data collection and analysis network. Data tables and collec-
tion forms, police directives, and tally sheets are appended.
Indiana Univ., Inst. for Res. in Public Safety, 400 East
Seventh St., Bloomington, Ind. 47401
Contract DOT-HS-034-2-410
Rept. No. DOT-HS-034-2-410-75-RR5 ; 1976 ; 75p 3refs
Report for 1 Jun 1972-15 Mar 1975.
Availability: NTIS
HS-801 797
REVIEW OF STATE AND COMMUNITY HIGHWAY
ALCOHOL SAFETY PROJECTS: A STUDY OF THE
STIMULUS EFFECT OF NHTSA ALCOHOL SAFETY
PROGRAMS. VOL. 1. FINAL REPORT
A study was conducted to determine the stimulus effect and
impact of the Alcohol Safety Action Projects (ASAP) and
other federal alcohol safety programs on state and community
projects, to devise a project classification system, and to
gather information helpful in providing guidance to projects.
Self-administered questionnaires were returned by a sample of
state governor's offices and project directors throughout the
country. Exemplary projects were identified and sites visited.
Findings show that the ASAP program stimulates the initiation
and success of projects and activities directed at the drinking
and driving problem, and that funding problems are a major
obstacle to the initiation and continuation of projects. Project
effectiveness is not affected by staffing configuration or part
or full-time roles. Factors important for project effectiveness
include: prior ASAP experience of staff; coordination of each
countermeasure area; referral of drunk driving offenders to
educational and treatment courses; use of mass media for
safety publicity; selective enforcement efforts and special
patrols; certified operators on duty 24 hours a day all year; ju-
dicial seminars; recommendation to judges regarding treat-
ment; identification and utilization of local resources; a year's
probation for convicted drunk drivers; evaluation after treat-
ment; and the use of advisory committees.
Planning and Human Systems, Inc., 3301 New Mexico Ave.,
N.W., Washington, B.C. 20016
Contract DOT-HS-4-00939
1976 ; 30p
Report for Jun 1974-Nov 1975.
Availability: NTIS
HS-801 798
REVIEW OF STATE AND COMMUNITY HIGHWAY
ALCOHOL SAFETY PROJECTS: A STUDY OF THE
STIMULUS EFFECT OF NHTSA ALCOHOL SAFETY
PROGRAMS. VOL. 2. FINAL REPORT
A study was conducted to determine the stimulus effect and
impact of the Alcohol Safety Action Project (ASAP) and other
federal alcohol safety programs on state and community pro-
jects, to devise a project classification system, and to gather
information helpful in providing guidance to projects. Self-ad-
ministered questionnaires were returned by a sample of state
governor's offices and project directors throughout the
country. Exemplary projects were identified and sites visited.
Reports of all 15 sites visited are presented: general site
characteristics; program initiation and development; overview
of the project; future prospects and plans; and countermea-
sures. Persons interviewed in on-site visits and state and com-
munity alcohol programs are listed. Copies of the question-
naires sent to the governors and the project directors and the
personal interview form used at the site visits are also pro-
vided.
Planning and Human Systems, Inc., 3301 New Mexico Ave.,
N.W., Washington, D.C. 20016
Contract DOT-HS-4-00939
1976 ; 30p
Report for June 1974-Nov 1975. Vol. 1 is HS-801 797.
Availability: NTIS
HS-801 799
MULTIDISCD7LINARY ACCIDENT INVESTIGATION.
OKLAHOMA. FINAL REPORT
A multidisciplinary investigation of all vehicle traffic accidents
from which a fatality occurred within 24 hours in two
Oklahoma cities with comparable population composition was
carried out. One of the cities (Oklahoma City) had an active
Alcohol Safety Action Project (ASAP) while the other (Tulsa)
did not. Data on fatal accidents were gathered in five separate
categories: in Oklahoma City, responsible driver in alcohol re-
lated fatal accidents, responsible driver in nonalcohol related
fatal accidents, and nonresponsible driver in alcohol related
and nonalcohol related fatal accidents; in Tulsa, responsible
driver in alcohol related fatal accidents, and responsible driver
in nonalcohol related fatal accidents. It was concluded that
July 31, 1976
HS-801 802
although there was no difference between the two cities in
total percentage of alcohol related fatal accidents, there were
enough other indicators to conclude that the ASAP program
was having a direct beneficial effect. An increased data base,
the development of mechanisms to detect nonvisible defects in
the driving public, and a different definition for a fatality are
recommended. Detailed tables of driver/accident data, forms
for recording environmental, vehicle, medical/injury, basic
demographic, and interview summary data, maps of accident
locations, and ASAP countermeasure descriptions are ap-
pended.
by R. A. Mill; M. L. Williams; J. L. Purswell; H. Beaulieu
University of Oklahoma, Center for Safety Res,, Oklahoma
City, Okla. 73104
Contract DOT-HS-2 19-3-708
Rept. No. OK-73 ; 1976 ; 124p Iref
Report for 1 Sep 1973-30 Nov 1974.
Availability: NITS
HS-801 800
MATHEMATICAL MODEL OF FOUR-WHEELED
VEHICLE FOR HYBRID COMPUTER VEHICLE
HANDLING PROGRAM
The mathematical model of a four-wheeled vehicle is docu-
mented. Particular attention is given to the derivation of the
equations of motion of the sprung and unsprung masses and
their subsequent modifications and revisions during the simula-
tion development. Also discussed are: resultant forces and mo-
ments; suspension forces; wheel orientation and velocities;
wheel rotational system; steering system; tire forces and mo-
ments; and vehicle orientation and position. The requirements
for the definition of the vehicle parametric data are included.
Experimental or analytical methods are discussed to determine
various mechanical properties of vehicles: mass and inertia
properties; front suspension; rear suspension; wheel rotational
system; steering system; and tire properties. Procedures are
described to transform the measured data into the form of the
required parameter.
by Frederick Jindra
Ultrasystems, Inc., Dynamic Science Div., 1850 West Pinnacle
Peak Rd., Phoenix, Ariz. 85027
Contract DOT-HS-4-00853
Rept. No. 8256-75-167 ; 1976 ; 201p 31refs
Report for Mar 1974-Oct 1975.
Availability: NTIS
HS-801 801
OCCUPANT SURVTVABILITY IN LATERAL
COLLISIONS. VOL. 1. FINAL TECHNICAL REPORT
A study was conducted to investigate the feasibility of modifi-
cations to the vehicle interior and glazing which, when com-
bined with structural modifications to upgrade compartment
integrity, will allow occupants to survive severe accidents in
lateral collision modes in a completely passive manner. Lateral
impact testing involved two 1973 4300 pound Fords at speeds
of and 30 mph, 30 and 30 mph, and and 40 mph, in colli-
sions at 30, 45, 60, and 90 degree angles. Fiftieth percentile
accelerometers. Developmental testing of advanced interior
padding and glazing materials and the fabrication of vehicles
incorporating modified structures, interiors and side glazing
are discussed. Lateral collision tests were performed with the
modified vehicles. Results indicate that the greatest deficiency
of conventional automobiles relative to lateral impact protec-
tion is the general lack of energy-absorbing interior side sur-
faces. Structural modifications alone appear to be fundamen-
tally limited as to the extent of increased occupant protection
that could be gained without associated improvement of interi-
or sidewall energy absorption capability. Peripherally sup-
ported, laminated side glazing was found to adequately pro-
vide an energy-absorbing containment surface. However,
anthropometric dummy response under the particular lateral
impact conditions investigated did not conclusively demon-
strate a need for such a departure from conventional
monolithic tempered glass; the viability of reverting to
laminated side glass was also found to be questionable. Test
photographs and diagrams are provided.
by James E. Greene
Calspan Corp., 4455 Genesee St., P.O. Box 235, Buffalo, N.Y.
14221
Contract DOT-HS-4-00922
Rept. No. ZS-5562-V-2-Vol-l ; 1976 ; 11 7p 9refs
Report for 30 Jun 1974-30 Oct 1975. Vol. 2 is HS-801 802;
summary is HS-801 803.
Availability: NTIS
HS-801 802
OCCUPANT SURWV ABILITY IN LATERAL
COLLISIONS. VOL. 2--APPENDICES. FINAL
TECHNICAL REPORT
A study was conducted to investigate the feasibility of modifi-
cations to the interior and glazing of a full-size automobile
which, when combined with structural modifications to up-
grade structural integrity, would enhance occupant survivabili-
ty in severe lateral collision accidents. Baseline lateral collision
tests, developmental testing of advanced materials, fabrication
of modified vehicles, lateral collision tests for the modified
vehicles, and evaluation of the results were carried out.
Baseline test data, modified vehicle test data, and laminated
glazing test data are fully presented. Included are crash test
summaries, time-acceleration-velocity-displacement graphs,
and photographs (before and after) of the tests.
by James E. Greene
Calspan Corp., 4455 Genesee St., P.O. Box 235, Buffalo, N.Y.
14221
Contract DOT-HS-4-00922
Rept. No. ZS-5562-V-2-Vol-2 ; 1976 ; 68 Ip
Report for 30 Jun 1974-30 Oct 1975. Vol. 1 is HS-801 801;
summary is HS-801 803.
Availability: NTIS
HS-801 803
HSL 76-07
HS-801 803
OCCUPANT SURVIV ABILITY IN LATERAL
COLLISIONS. SUMMARY REPORT. FINAL
TECHNICAL REPORT
by James E. Greene
Calspan Corp., 4455 Genesee St., P.O. Box 235, Buffalo, N.Y.
14221
Contract DOT-HS-4-00922
Rept. No. ZS-5562-V-3 ; 1976 ; 33p 4refs
Report for 30 Jun 1974-30 Oct 1975. For abstract see HS-801
801.
Availability: NTIS
HS-801 804
MOTORCYCLE HEADLIGHTING RESEARCH.
FINAL REPORT
A research program was conducted which: quantified the
characteristics of currently available motorcycle headlamps;
examined the headlamp aim of 90 in-service motorcycles; ex-
amined the eye fixations of two motorcycle drivers (males,
aged 21 and 28) while operating a motorcycle in daylight; pro-
vided subjective ratings of a number of quantitatively different
low beam headlamps which were evaluated in terms of
photometric characteristics of the lamps; determined subjec-
tively desirable headlamp aim by enabling 20 motorcyclists to
aim a headlamp while driving at night at two different speeds;
and provided comparisons of the relative efficiency of a
number of high and low beam headlamps in field target
identification tests. Results of these studies indicate that mo-
torcycle headlamps should distribute illumination in areas on
or about the road surface that are not dealt with by the low
beam motorcycle photometric standard specified in Federal
Motor Vehicle Safety Standard 108. New photometric stan-
dards, based on the various findings, are recommended for
three classes of motorcycles representing three maximum
speed categories. Recommendations are also made concerning
standardization of physical specifications of motorcycle
headlamps, maintenance of electrical system design voltage,
and improvement of the aimability of motorcycle headlamps.
by Samuel P. Sturgis
University of Michigan, Hwy. Safety Res. Inst., Ann Arbor,
Mich. 48105
Contract DOT-HS-4-00907
Rept. No. UM-HSRI-HF-75-3 ; 1976 ; 165p lOrefs
Report for 1 Jul 1974-20 Aug 1975.
Availability: NTIS
HS-801 805
PROBLEMS OF INFERENCE IN STUDIES OF SEAT
BELT EFFECTIVENESS. FINAL REPORT
A preliminary theoretical guide for improved studies on seat
belt effectiveness is presented. Seat belt effectiveness in ac-
cidents is initially discussed from a population parameter point
of view. Three measures (odds ratio, relative risk, and ridit)
are introduced and their features explored. Several inferential
problems are discussed, certain simplifications obtained, and
some methodology is developed. Also included are some ex-
ploratory studies of the degree of misclassification errors in-
volved in the police reports on belt usage and degree of injury,
and an evaluation of the effects that such errors might have on
developed for investigating the bivariate injury distribution for
belted and unbelted drivers to provide insight into the
mechanism of the injury-reducing potential of belts in ac-
cidents. A method is devised for obtaining a consistent estima-
tor of the variance of a statistic which can be used in analyz-
ing data with ordered response categories, such as injury
levels in belt effectiveness studies.
by Yosef Hochberg
University of North Carolina, Hwy. Safety Res. Center,
Chapel Hill, N.C. 27514
Contract DOT-HS -4-00897
1976 ; 67p 30refs
Report for 1 Jul 1974-30 Nov 1975.
Availability: NTIS
HS-801 806
IMPROVED EXPOSURE MEASUREMENTS. FINAL
REPORT
A cost-effective procedure for estimating vehicle miles of
travel (VMT) categorized by driver-vehicle-environment
characteristics is discussed. This procedure utilizes the follow-
ing data sources: odometer readings recorded during the state
vehicle inspections; the number of registered vehicles; and
supplemental driving exposure information obtained through a
mail survey of vehicle owners. A statewide field demonstra-
tion of the procedure was successfully conducted in North
Carolina in 1974. Vehicle inspection receipt forms provide
records of both the previous and current odometer readings. A
random sample of about 9,000 passenger car inspection
receipts was used to provide the data for estimating the
average annual miles of travel for various vehicle make and
model year combinations. Data from the vehicle registration
files for three dates within the one year period studied were
used to expand sample estimates of annual vehicle miles of
travel to a statewide basis. About 1,000 of the owners of the
9,000 vehicles whose inspection receipts were used were sur-
veyed using a mailed questionnaire for driving exposure infor-
mation. The survey was used to collect the following informa-
tion: out-of-state mileage; age and sex of drivers; the split in
mileage among the various drivers of a given vehicle; and pro-
portions of daytime and rural driving. Together the registration
file and the inspection receipts provide an estimate of the dis-
tribution of total VMT cross-classified by vehicle charac-
teristics such as make and model year. The owner survey in-
formation is used to adjust VMT estimates for out-of-state
driving or to provide a finer breakdown of vehicle miles of
travel. This procedure for estimating VMT can be used by any
state having a vehicle inspection program. For this study, the
costs included about 5 cents per inspection receipts and about
1.50 dollars per mailed survey. The remaining cost element is
that associated with data processing and analysis. Improve-
ments are needed in the recording of odometer readings.
by J. R. Stewart; S. B. White; C. A. Clayton; L. D. Bressler
Research Triangle Inst., P.O. Box 12194, Res. Triangle Park,
N.C. 27709
Contract DOT-HS-022-2-418
Rept. No. 252U-760 ; 1976 ; lllp 3refs
Report for Jun 1972-Sep 1975. Prepared in cooperation with
Univ. of North Carolina, Hwy. Safety Res. Center.
Availability: NTIS
July 31, 1976
HS-801 812
HS-801 810
ACCIDENT-AVOIDANCE CAPABILITIES OF
MOTORCYCLES-TECHNICAL REPORT. FINAL
REPORT
A study was conducted to investigate motorcycle handling
qualities, involving both transient and steady-state directional
stability and control properties, and test procedures suitable
for the evaluation of these properties were developed. Experi-
mental techniques were used with one machine and simulation
techniques were used with six motorcycles to identify the sig-
nificant physical properties and performance measures with
which to characterize the machine's accident avoidance capa-
bilities. Emphasis was placed on evaluating the input-output
relationships for the groups of motorcycles in a series of con-
stant speed variable radius runs covering a range of cornering
capability which encompasses normal operation. The primary
test used for evaluating transient maneuvering and rider-vehi-
cle interaction characteristics was the single lane change. In
addition, nine motorcycle tires were tested in 18 configurations
to obtain side force performance data developed through slip
angle and inclination angle; measurements of the physical
characteristics, including all pertinent dimensions and masses
and moments of inertia of major assemblies, were determined
for all machines; a special-purpose lightweight instrumentation
system employing telemetering techniques was developed to
enable the measurement of such variables as applied steering
torque and rider lean angle; and simplified analytical models of
motorcycle response were used to provide some insight re-
garding motorcycle stability and control. The results indicate
that substantial differences in the values of several per-
formance parameters exist among various motorcycle designs
and that tire performance characteristics play a very important
role in the determination of these parameters. It is concluded
that the results of the study provide a firm foundation of in-
formation on several important aspects of motorcycle behavior
and have identified special areas where additional study is
required, including the performance of full-scale tests accord-
ing to these procedures on several motorcycles, the investiga-
tion of performance as a function of such operational variables
as speed and rider experience, and improvement of the simula-
tion model to achieve validity over a wider range of operation.
by Roy S. Rice; James A. Davis; Dennis T. Kunkel
Calspan Corp., 4455 Genesee St., Buffalo, N.Y. 14221
Contract DOT-HS-4-00976
Rept. No. ZN-5571-V-1 ; 1976 ; 119p 5refs
Report for 1 Jul 1974-30 Jun 1975.
Availability: NTTS
HS-801 811
DEVELOPMENT AND EVALUATION OF
MASTERBODY FORMS FOR THREE-YEAR OLD
AND SIX-YEAR OLD CHILD DUMMIES. FINAL
REPORT
A study was conducted to define, construct, measure, and
evaluate the size, shape, and mass distribution of masterbody
forms representative of 3 year old and 6 year old United
States children. A list of 98 anthropometric dimensions was
used to construct clay masterbody phantoms which were con-
structed using dimensional data abstracted from the available
literature. The clay phantoms were sculptured and then
reproduced exactly in dental stone. The dental stone casts
head, neck, upper torso, lower torso, upper arm, lower arm,
hand, upper leg, lower leg, and foot. Mass, volume, center of
mass, and mass moments of inertia of the resulting segments
were then experimentally determined. The ability of a mathe-
matical model to predict mass and mass moments of inertia
from anthropometric data was investigated. The segments
modelled were homogenous, rigid bodies and the measured
data to be compared were corrected for a mass with density
equal to unity. It is concluded that more information is needed
on the anthropometric descriptions of link lengths and the
torso/neck linkage system with its associated mass distribution
in order to develop accurate mathematical models for the pur-
pose of predicting mass and mass moments of inertia. The
anthropometric data base, including information on size,
shape, linkage, and mass distribution, was found to be defi-
cient for the immediate purpose of developing
anthropomorphic test devices.
by H. M. Reynolds; J. W. Young; J. T. McConville; R. G.
Snyder
University of Michigan, Hwy. Safety Res. Inst., Ann Arbor,
Mich.; Civil Aeromedical Res. Inst., Oklahoma City, Okla.;
Webb Associates, Inc., P.O. Box 308, Yellow Springs, Ohio
45387
Contract NHTSA-5-1494
1976 ; Illp31refs
Report for Oct 1974-Jul 1975.
Availability: NTIS
HS-801 812
CHARACTERISTICS OF TRUCK IN SINGLE AND
TWO-VEHICLE FATAL CRASHES. FINAL REPORT
The influence of truck size or weight on occupant injury
severity in one and two vehicle fatal crashes was investigated.
Data for the period January 1973 through June 1974 was taken
from the National Highway Traffic Safety Administration's
Fatal Accident Files. Of the 66,000 fatal accidents in the files
for this period, about 25% involved trucks. Trucks accounted
for 19% of the single vehicle fatal accidents and 39% of the
two vehicle fatal crashes. Accurate information on truck
weight and specific body type was found to be generally
unavailable. Of the more than 9,000 single truck fatal ac-
cidents, about 90% involved trucks weighing 10,000 pounds or
less. The injury rate was found to decrease with increasing
weight. Analysis of car-truck fatal collisions demonstrated a
generally higher fatality risk to passenger car occupants. Of
the more than 7,800 driver and occupant fatalities in car-truck
crashes, about 82% were passenger car occupants. The heavier
the truck, the more likely the passenger car occupants will be
injured fatally. Head-on impacts accounted for 41% of the car-
truck fatal accidents. Varying vehicle use patterns in the light,
medium (10,000 tO 25,000 pounds), and heavy weight classes
result in differences in the types and severity of accidents in
which trucks are involved.
by H. Wuerdemann; W. W. Belew; R. M. Helfand; W. A.
Holter; J. W. Overbey; W. F. Horton
Mitre Corp., 1820 Dolley Madison Blvd., McLean, Va. 22101
Contract DOT-HS-357-3-72 1 -IA-MOD-3
Rept. No. MTR-7113 ; 1976 ; lip 2refs
Availability: NTIS
HS-801 813
HSL 76-07
HS-801 813
DRIVERS IN FATAL CRASHES WITH AND
WITHOUT DRIVER TRAINING
A study was conducted to compare the fatal crash involve-
ments of drivers with driver training to the fatal involvements
of those drivers without such training. The data used in the
analysis were taken from the Fatal Accident Files maintained
by the National Highway Traffic Safety Administration for the
period January 1973 through June 1974 and for those States
which had reasonably reliable information on the status of
driver training. About 71% of the drivers involved in fatal ac-
cidents were found to have had no prior driving training. Of
the drivers with training, 90% were 30 years of age or
younger. A comparison of the fatal involvements using the
driver's prior conviction or license suspension records showed
no differences between those with and without driver training.
Drivers without driver training had a higher percentage of
positive blood alcohol concentration test results (67%) than did
drivers with training (57%).
by H. Wuerdemann; W. W. Belew; J. W. Overbey; W. F.
Horton
Mitre Corp., 1820 Dolley Madison Blvd., McLean, Va. 22101
Contract DOT-HS-357-3-721-IA-MOD-3
Kept. No. MTR-7112 ; 1976 ; lOp 3refs
Availability: NTIS
HS-801 814
DETERMINING TARGET DRIVERS FOR SPEED-
ORIENTED COUNTERMEASURES
In an effort to reduce the number and severity of motor vehi-
cle accidents, the National Highway Traffic Safety Adminis-
tration (NHTSA) is considering the possibility of directing
speed-oriented countermeasures toward selected drivers. One
countermeasure under consideration is the installation of speed
governors to limit vehicle speed to a prespecified limit. A fun-
damental element in initiating a program of this sort is the
identification of the drivers to become targets of the particular
countermeasure. Speed limit compliance among drivers in-
volved in fatal accidents was examined and national estimates
of the number of drivers whose involvement in a fatal accident
would have been affected by a 55 mph speed curb were
developed. Information from a NHTSA data file on fatal traf-
fic accidents was used for these analyses. Drivers were di-
vided into 46 groups based on the following variables: driver
sex; driver age; driver marital status; and prior driving record,
as determined by previous accidents, license suspensions, and
moving violations. Based on this stratification of the driver
population in fatal accidents, speed limit compliance was
determined for each of the 46 driver groups. The highest ten-
dency to speed (67.7%) was exhibited by married males ages
16 to 20 with poor prior driving records, while females older
than 69 were found to have sped least often (5.7%) prior to the
fatal involvement. Male drivers under 40 years of age were, by
and large, more likely to have been speeding prior to fatal in-
volvement than other drivers. It was estimated that about 25%
of all drivers involved in fatal accidents nationally were both
speeding and exceeding the 55 mph.
by W. F. Horton; W. W. Belew; H. Wuerdemann; J. W.
Overbey
Mitre Corp., 1820 Dolley Madison Blvd., McLean, Va. 22101
HS-801 815
RESEARCH SAFETY VEHICLES (RSV). PHASE 2.
THIRD STATUS REPORT
The development of a Research Safety Vehicle (RSV) by Cal-
span Corporation is discussed. Key technical decisions with
regard to the RSV front structure force-deflection charac-
teristics and the front seat occupant restraint systems were
made during this reporting period. Bumper pedestrian impact
simulations were conducted using both adult and child models.
Extensive front-to-side vehicle-to-vehicle impact simulations
were performed to aid in the design of the front structural
force-deflection characteristics. Efforts were begun to con-
sider occupant responses in the vehicle-to-vehicle impact
model. Effort was initiated on the development of an energy
absorbing door inner panel. Air bag computer simulations were
performed and a preliminary passenger side design was
developed. Air bag analytical results were compared with
those developed from sled tests. Although the simulations tend
to correctly predict limiting acceleration values, they also tend
to predict somewhat earlier occupant loadings than were
evident in the tests. Belt systems simulations were continued
and a preliminary design developed. Belt system computer
simulations were compared to test data and in general the
simulation results are viewed as a reasonable indication of ex-
pected performance. However, the simulations tend to predict
larger knee bar penetration than that which was observed in
the tests. The candidate bumper foam material was subjected
to an extensive series of body block, flat barrier, and vehicle
impact tests.
Calspan Corp., Buffalo, N.Y. 14221
Contract DOT-HS-5-01214
Rept. No. ZM-5793-V ; 1976 ; 133p
Report for 16 Nov 1975-15 Jan 1976.
Availability: Reference copy only
HS-801 819
DEVELOPMENT OF AN AIR BAG-CRUSHABLE
DASH-KNEE BAR PASSIVE RESTRAINT SYSTEM
FOR SMALL CARS. SUMMARY REPORT
by David J. Romeo
Calspan Corp., 4455 Genesee St., Buffalo, N.Y. 14221
Contract DOT-HS-4-00972
Rept. No. ZM-5566-V-2 ; 1976 ; 36p
Report for Jun 1974-Dec 1975. For abstract, see HS-801 789.
Availability: NTIS
HS-801 820
ADMINISTRATIVE ADJUDICATION OF TRAFFIC
INFRACTIONS. HIGHWAY SAFETY ACT OF 1973
(SECTION 222) [ANNUAL REPORT NO. 1]
The results of research and demonstration projects concerning
administrative adjudication of traffic infractions conducted by
or for the U.S. Department of Transportation are presented
and discussed. The American Bar Association's Center for Ad-
ministrative Justice conducted a survey of a number of traffic
infraction processes in the country. This survey showed that
administrative adjudication and noncriminal case processing
offers considerable potential for improving the way traffic
involved in traffic case disposition systems approaches which
involve noncriminal traffic infraction processing and self-adju-
dication by mail-bail forfeiture of all violators except habitual
offenders indicated that the lack of adequate system resources
is a major obstacle to improvement. A special study of the
New York Administrative Adjudication Program (NYAAP)
identified the computer-based record information system as
the key to the program's success. NYAAP also uses an ad-
ministrative approach to traffic case disposition, involving the
use of informal, uncon tested guilty-with-explanation hearings
to process the bulk of the appearance caseload, which has
been found to offer considerable benefits in all areas, espe-
cially efficiency. An analysis of the use of criminal sanctions
and processes in 11 major metropolitan areas demonstrated
limited use of counsel, juries, and jail in traffic infraction
cases. Traffic adjudication processes have been classified as
judicial, modified judicial, and administrative and have been
evaluated on the basis of fairness, efficiency, and effective-
ness. While no approach has been found to be more beneficial
to highway safety than any other, the administrative approach
is more structurally oriented toward problem driver identifica-
tion, review, and sanctioning. The National Traffic Highway
Safety Administration has funded Special Adjudication for En-
forcement demonstration projects which will provide detailed
evaluation of administrative adjudication and noncriminal traf-
fic infraction processing fairness, case disposition efficiency,
and effectiveness.
National Hwy. Traffic Safety Administration, Washington,
D.C. 20590
Rept. No. AR-1 ; 1975 ; 90p 96refs
Availability: Corporate author
HS-801 821
EMERGENCY MEDICAL SERVICES PROGRAM
ADMINISTRATION PROTOTYPE CURRICULUM.
CURRICULUM GUIDE
A guide is presented: to describe the prototype curriculum
developed for emergency medical service (EMS) program ad-
ministration, including the organization, overall structure, and
scope of the curriculum and its content, objectives, and sug-
gested methods of instruction; to define the rationale for the
design of the prototype curriculum, including identified needs
for this kind of program, the program design goals, and the as-
sumptions underlying the design characteristics; and to direct
those interested in more detailed curriculum content to ap-
propriate sections of the resources materials document in-
cluded in the curriculum package. The prototype curriculum is
designed to be comprehensive and to include all knowledge
and skills needed to perform the functions and tasks involved
in EMS administration and management. The program is
designed particularly for new entrants into the field of EMS
administration, although much of the curriculum should also
be helpful to incumbents. Instruction is planned at the college
level and is designed in a manner appropriate to the
backgrounds, attitudes, and learning skills of mature adults.
The program is designed to develop the skills necessary to
plan, implement, coordinate and maintain, and evaluate EMS
programs. The prototype curriculum is divided into the follow-
ing six modules: government and health care (American
government, health care resources and structure, and health
care issues and government); human relations and communica-
.
' ' **** ...W*. J V4...-M S*.*. V J* V ^
background of management, fundamentals of administration,
and quantitative methods for administrators); EMS delivery
dimensions and status (evolution of EMS concern, EMS ele-
ments and requirements, current EMS operations, and EMS
issues); EMS delivery systems (systems background, informa-
tion and data communications, and EMS system develop-
ment); and EMS program administration (the EMS program
context, EMS program administration, accounting and budget-
ing, and contracts and grants). The scope and objectives of
each module are described and references for use in each
component are outlined.
National Hwy. Traffic Safety Administration, Washington, D.
C. 20590
1975 ; 161p
Availability: GPO
HS-801 822
RESEARCH SAFETY VEHICLE. PHASE 2. (RSV)
PROGRESS REPORT NO. 3, NOVEMBER 17, 1975 TO
JANUARY 16, 1976
Progress in the development of a research safety vehicle
(RSV) by Minicars, Inc. is reported. General vehicle design is
considered: interior/exterior buck; door/sill design; front end
design; seat design; mechanical systems (braking system and
ride/handling system); and cost and weight estimates. Struc-
tural design and development are discussed: analysis (dynamic
response modeling, door stress analysis, cowl analysis); road
load analysis; fabrication of vehicle structures; scale model
testing (RSV front to RSV side, component scale model test-
ing, and future tests); development of foamed structures
(strain rate effect and foam formulation); and dynamic test
results (frontal offset barrier impacts at 43 and 45 mph, frontal
barrier tests at 9 and 17 mph, and a 30 mph Pinto front to
RSV side impact using a 50th percentile male dummy).
Restraint system development is also reported: driver
restraint; right front passenger restraint system; rear scat
restraint system; and side impact protection. Subcontractor
progress reports, proposal options, vehicle structural drawings,
RSV sled and static out-of-position child test data, and an in-
terim report on handling criteria and design goals for the RSV
ride/handling subsystem are appended.
Minicars, Inc., 35 La Patera Lane, Goleta, Cab'f. 93017
Contract DOT-HS-5-01215
Rept. No. MIN-PR-226 ; 1976 ; 370p
Availability: Reference copy only
HS-801 824
HANDLING TEST PROCEDURES FOR LIGHT
TRUCKS, VANS, AND RECREATIONAL VEHICLES.
FINAL REPORT
The results of a multidiscipline investigation of the safety-re-
lated handling behavior of recreational vehicles are presented.
A pragmatic set of dynamic performance test procedures suita-
ble for making first order appraisals and evaluations of the
handling performance of light trucks, vans, and truck chassis-
based recreational vehicles under realistic highway driving
maneuvers were developed. Specific vehicles considered in-
cluded a Class A motor home, Class C motor home, Volk-
51
HS-801 825
HSL 76-07
swagen van, pickup and camper, and a four-wheel drive Jeep
Wagoneer. Each vehicle was simulated on an updated hybrid
computer to aid in the development of test procedures. Vehi-
cle physical properties were measured during the program for
use in the computer simulations. The procedures were then
validated and refined by testing. A set of six procedures was
developed: braking-in-a-turn, sinusoidal steer, trapezoidal
steer, trapezoidal steer while braking, road roughness in a
turn, and crosswind sensitivity.
by R. L. Anderson; L. E. Wesson; D. S. Starr; F. Jindra
Ultrasystems, Inc., Dynamic Science Div., 1850 West Pinnacle
Peak Rd., Phoenix, Ariz. 85027
Contract DOT-HS-4-00853
Kept. No. 8256-75-168 ; 1976 ; 309p 14refs
Report for Mar 1974-Nov 1975. For summary rept., see HS-
801 825.
Availability: NTIS
HS-801 825
HANDLING TEST PROCEDURES FOR LIGHT
TRUCKS, VANS, AND RECREATIONAL VEHICLES-
SUMMARY REPORT. FINAL REPORT
by R. L. Anderson; L. E. Wesson; D. S. Starr; F. Jindra
Ultrasystems, Inc., Dynamic Science Div., 1850 West Pinnacle
Peak Rd., Phoenix, Ariz. 85027
Contract DOT-HS-4-00853
Rept. No. 8256-75-177 ; 1976 ; 31 p
Report for Mar 1974-Nov 1975. For abstract see HS-801 824.
Availability: NTIS
HS-801 826
A COMPARISON OF ALCOHOL INVOLVEMENT IN
EXPOSED AND INJURED DRIVERS. PHASES 1 AND
2. FINAL REPORT
Alcohol-related data collected from drivers involved in injury-
producing automobile accidents are compared with the same
type of data collected from drivers who were similarly ex-
posed to these mishaps but who did not have accidents. Col-
lection of data involved: interviewing and measuring
blood/breath alcohol content (BAG) of 596 accident drivers in
Huntsville, Alabama, at the scenes of accidents, in hospitals,
or at police stations; and interviewing and measuring BAC's of
804 non-accident drivers at the same location of each accident
and at the same time of day, day of week, and direction of
travel. Questionnaires and interview forms for both types of
drivers are appended. The most relevant findings were: drivers
involved in injury-producing accidents had significantly higher
BAC's than drivers exposed to the same environment but not
involved in accidents; drivers who had a high BAC level were
more likely to become involved in an injury-producing ac-
cident than drivers who did not have a high BAG; and drivers
who were driving with a BAC greater than or equal to .030
were found to be at fault more frequently in injury-producing
accidents than drivers who were also involved in accidents but
had not been drinking.
by R. Farris; T. B. Malone; H. Lilliefors
Essex Corp., 201 North Fairfax St., Alexandria, Va. 22314
Cnnlrart
HS-801 827
EVALUATION OF SELF-CONTAINED
ANTHROPOMORPHIC DUMMY DATA
ACQUISITION SYSTEM. FINAL REPORT
A self-contained solid state digital data acquisition systerr
mounted in a 50th percentile male anthropomorphic dummy i;
evaluated. The program consisted of conducting five automo
bile crash tests of various types with the crash-recorder
equipped dummy occupying different seating positions in eacl
test and restrained by either conventional belts or an air cu
sion restraint system: a 30 mph barrier crash, one dummy 01
passenger side with lap and torso belt in 1975 Oldsmobile; 31
mph barrier crash, one dummy, passenger side, air cushioi
restraint, 1975 Buick; 30 mph barrier crash, one dummy ii
driver position, lap belt only, 1975 Buick; 20 mph impact o;
driver side with moving barrier, one dummy, driver side, 197
Volkswagen Rabbit; and 20 mph impact on passenger side wit
moving barrier, one dummy, driver side, 1975 Rabbit. Follow
ing each test the data was extracted from the self-containe
recorder and transcribed onto magnetic tape along with the ap
propriate calibration signals. Each vehicle was instrumente
with a triaxial accelerometer mounted on the rear drive tunnt
housing. These signals and signals from three chest displace
ment transducers mounted in the dummmy were conditione
on-board the vehicle and transmitted through a trailing umbil
cal cable to be recorded in a conventional manner at a fixe
ground station. Data plots for each of the five tests are aj
pended.
by E. Enserink
Ultrasystems, Inc., Dynamic Science Div., 1850 West Pinnacl
Peak Rd., Phoenix, Ariz. 85027
Contract DOT-HS-6-01295
Rept. No. 3961-75-178 ; 1976 ; 143p
Report for 1 Oct-31 Dec 1975.
Availability: NTIS
HS-801 828
MARIHUANA CONTACT TEST, EVALUATION AND
DEVELOPMENT. FINAL REPORT
Methods for detecting human contact with marihuana were ii
vestigated in a program designed to both evaluate a previous!
used method and develop a new method for future use. .
colorimetric swab test was evaluated using 100 blank swab:
500 swabs spiked with Tetrahydrocannabinol, and 560 swab
spiked with possible interferences. Also, swab tests were coi
ducted on 100 subjects' hands exposed to marihuana smoki
the lips, fingers, and palates of 50 corpses, and the lips, fii
gers, and palates of 90 male marihuana smokers after the
smoked one marihuana cigarette each. The test was found t
be capable of detecting only 83% of marihuana smokers in
meditely after smoking and was also demonstrated to be sul
ject to a wide rannge of possible interferences. An alternati\
test was developed using thin-layer chromatography as tr
method for detecting marihuana constituents from a skin swal
Subjects were drawn from a pool of over 200 adult males. Th
test detected 86% of the smokers immediately after smokir
and was not demonstrated to be subject to any interference
A copy of a letter and questionnaire sent to individuals ar
July 3 1,1 976
agencies across the country to identify uses to which the tests
will be put and a list of the recipients are appended.
by Edward J. Woodhouse
Midwest Res. Inst., 425 Volker Blvd., Kansas City, Mo. 64110
Contract DOT-HS-4-01003
Kept. No. 3964-C ; 1976 ; 130p 4refs
Report for 27 Jun 1974-31 Oct 1975.
Availability: NTIS
HS-801 830
DATA ANALYSIS FOR DRIVER PERFORMANCE
STUDIES. VOL. 1. PDP-8 DATA ACQUISITION
SYSTEM FOR DRIVER SIMULATION
LABORATORIES. FINAL REPORT
A data collection and handling system developed for driving
simulation laboratories is described. The system is based on a
PDP-8 computer with data analysis conversion capabilities and
a magnetic tape drive. The systems output is an IBM 360 com-
patible 9-track magnetic tape. Software developed for sampling
and recording drives response data is documented completely
so that a programmer familiar with the PDP-8 could use and
modify the program. A user's manual is included providing
enough information for a nonprogrammer to use the facility in
an experiment. The problems with the system include: the 4K
limitation on PDP-8 core combined with the need for long
records prohibits the use of an input buffer; the 370 tape
drives used at the IBM installation have more stringent
threshold and timing requirements than do the older 360 tape
drives; and the PDP-8 memory size does not allow FORTRAN
programming.
by Raymond W. Burger, Jr.; Richard Kemmerer; Herbert A.
HS-801 831
Moskowitz
Amex Systems, Inc., 5319 W. 146th St., Lawndale, Calif.
90260
Contract DOT-HS-4-00807; Ref: DOT-HS-1 50-3-668
Rept. No. Amex-0105-Vol-l ; 1976 ; 264p 3refs
Report for Nov 1973-Dec 1974. Vol. 2 is HS-801 831.
Availability: NTIS
HS-801 831
DATA ANALYSIS FOR DRIVER PERFORMANCE
STUDIES. VOL. 2. A COMPUTER PROGRAM FOR
ANALYSIS OF EYE MOVEMENT PATTERNS. FINAL
REPORT
A digital computer program is described which analyzes visual
search data from subjects watching a traffic film while per-
forming a simulated driving task. Classification of eye states
into saccades, fixations, pursuits, and blinks, statistical sum-
maries of eye movement patterns, analysis of "looks" at pre-
selected events in the film, and analysis of a discrete response
task performed by the subject are included in the capabilities
of the program. Sources of error and program accuracy are
discussed. Flow charts, definitions of variables, a computer
program (FORTRAN) listing, and a sample output sheet are
provided. Computer costs for running this program as
presently configured are about $15 per 20 minute experimental
run.
by Robert A. Niemann; Ken Ziedman
Amex Systems, Inc., 5319 W. 146th St., Lawndale, Calif.
90260
Contract DOT-HS-4-00807; Ref: DOT-HS-1 50-3-668
Rept. No. Amex-0105-Vol-2 ; 1976 ; 63p 2refs
Report for Nov 1973-Dec 1974. Vol. 1 is HS-801 830.
Availability: NTIS
INDEX to ABSTRACTS
KWOC Title index
ABILITY
THE PHYSIOLOGICAL EFFECTS OF ALCOHOL ON
INDIVIDUALS AND THEIR ABILITY TO DRIVE AN
AUTOMOBILE
HS-018 240
ABSORBING
VEHICLE TO VEHICLE COLLISIONS UTILIZING
ENERGY ABSORBING UNITS
HS-018 165
ACCELERATION
RADIAL PLY TIRES-HOW DIFFERENT ARE THEY IN
THE LOW LATERAL ACCELERATION REGIME
HS-018 279
ACHIEVABLE
A METHOD FOR ESTIMATING MILEAGE IMPROVE-
MENT AND EMISSION REDUCTIONS ACHIEVABLE
BY HYBRID-ELECTRIC VEHICLES
HS-018 228
ACID
THERMAL/VOLTAGE RESPONSE CHARACTERISTICS
OF AUTOMOTIVE NONANTIMONIAL LEAD-ACID
BATTERIES
HS-018 286
ACTIVE
PASSIVE AND ACTIVE RESTRAINT SYSTEMS-PER-
FORMANCE AND BENEFIT/COST COMPARISON
HS-018 271
PASSIVE VS. ACTIVE [EQUALS] LIFE VS. DEATH
HS-018 272
ADEQUATE
IS THE PROPOSED FEDERAL STANDARD FOR
BRAKES ADEQUATE FOR POLICE PATROL VEHI-
CLES?
HS-018 278
ADHESIVES
ANAEROBIC ADHESIVES FOR SHEET METAL AS-
SEMBLY
HS-018 173
ADJUDICATION
ADMINISTRATIVE ADJUDICATION OF TRAFFIC IN-
FRACTIONS. HIGHWAY SAFETY ACT OF 1973
(SECTION 222) [ANNUAL REPORT NO. 1]
HS-801 820
SYMPOSIUM ON EFFECTIVE HIGHWAY SAFETY AD-
JUDICATION. VOL. 1. FINAL REPORT
HS-801 779
SYMPOSIUM ON EFFECTIVE HIGHWAY SAFETY AD-
JUDICATION. VOL. 2. FINAL REPORT
HS-801 780
ADMINISTERED
A SELF-ADMINISTERED SHORT MICHIGAN AL-
/o\>r A OT't
ADMINISTRATIVE
ADMINISTRATIVE ADJUDICATION OF TRAFFIC IN-
FRACTIONS. HIGHWAY SAFETY ACT OF 1973
(SECTION 222) [ANNUAL REPORT NO. 1]
HS-801 820
AFFECTED
FUEL CONSUMPTION OF TRACTOR-TRAILER
TRUCKS AS AFFECTED BY SPEED LIMIT AND
PAYLOAD WEIGHT. FINAL REPORT
HS-018 189
AGENTS
ENVIRONMENTAL FACTORS AS CAUSATIVE
AGENTS IN MOTOR VEHICLE INTERSECTION COL-
LISIONS
HS-018 242
AIR
CLOSED-LOOP ELECTRONIC FUEL AND AIR CON-
TROL OF INTERNAL COMBUSTION ENGINES
HS-018 265
DEVELOPMENT OF AN AIR BAG-CRUSHABLE DASH-
KNEE BAR PASSIVE RESTRAINT SYSTEM FOR
SMALL CARS. FINAL TECHNICAL REPORT
HS-801 789
DEVELOPMENT OF AN AIR BAG-CRUSHABLE DASH-
KNEE BAR PASSIVE RESTRAINT SYSTEM FOR
SMALL CARS. SUMMARY REPORT
HS-801 819
AJDRBAG
DETERMINATION OF RESTRAINT EFFECTIVENESS.
AIRBAG CRASH TEST REPEATABILITY
HS-018 275
ALCOHOL
A COMPARISON OF ALCOHOL INVOLVEMENT IN
EXPOSED AND INJURED DRIVERS. PHASES 1 AND 2.
FINAL REPORT
HS-801 826
ALCOHOL AND DRIVING: A SURVEY OF PROSECU-
TION AND DEFENSE ALCOHOL ESTIMATIONS
HS-018 19
EFFECT OF TRICYCLIC ANTIDEPRESSANTS AMI
ALCOHOL ON PSYCHOMOTOR SKILLS RELATED T(
DRIVING
HS-018 252
REVIEW OF STATE AND COMMUNITY HIGHWAY
ALCOHOL SAFETY PROJECTS: A STUDY OF THE
STIMULUS EFFECT OF NHTSA ALCOHOL SAFETY
PROGRAMS. VOL. 1. FINAL REPORT
HS-801 797
REVIEW OF STATE AND COMMUNITY HIGHWAY
ALCOHOL SAFETY PROJECTS: A STUDY OF THE
STIMULUS EFFECT OF NHTSA ALCOHOL SAFETY
PROGRAMS. VOL. 2. FINAL REPORT
HS-801 798
HSL7i
THE PHYSIOLOGICAL EFFECTS OF ALCOHOL ON
INDIVIDUALS AND THEIR ABILITY TO DRIVE AN
AUTOMOBILE
HS-018 240
ALCOHOLISM
A SELF-ADMINISTERED SHORT MICHIGAN AL-
COHOLISM SCREENING TEST (SMAST)
HS-018 153
ALUMINA
THE FUNCTION AND PERFORMANCE OF BETA
ALUMINA IN SODIUM/SULPHUR CELLS
HS-018 266
AMBULANCE
TRAINING OF EMERGENCY MEDICAL TECHNI-
CIANS-AMBULANCE
HS-018 238
AMERICAN
STYLING VS. SAFETY: THE AMERICAN AUTOMO-
BILE INDUSTRY AND THE DEVELOPMENT OF AU-
TOMOTIVE SAFETY, 1900-1966
HS-018 239
ANAEROBIC
ANAEROBIC ADHESIVES FOR SHEET METAL AS-
SEMBLY
HS-018 173
ANTERIOR
FUNCTION OF THE MUSCLES OF THE UPPER LIMB
IN CAR DRIVING. 4. THE PECTORALIS MAJOR, SER-
RATUS ANTERIOR AND LATISSIMUS DORSI
MUSCLES
HS-018 144
ANTHROPOMETRIC
ANTHROPOMETRIC BASIS OF THE GM ATD 502
CRASH TEST DUMMY
HS-018 283
ANTHROPOMETRY
ANTHROPOMETRY OF U.S. INFANTS AND CHIL-
DREN
HS-018 157
DYNAMIC ANTHROPOMETRY AND DESIGN OF A
VEHICLE DRIVER'S CONTROL AREA
HS-018 284
ANTHROPOMORPHIC
EVALUATION OF SELF-CONTAINED
ANTHROPOMORPHIC DUMMY DATA ACQUISITION
SYSTEM. FINAL REPORT
HS-801 827
ANTEDEPRESSANTS
EFFECT OF TRICYCLIC ANTIDEPRESSANTS AND
ALCOHOL ON PSYCHOMOTOR SKILLS RELATED TO
DRIVING
HS-018 252
ARCTIC
BRAKE FLUID FUNCTIONABILITY IN CONVEN-
TIONAL AND ANTI-SKID SYSTEMS IN ARCTIC CON-
DITIONS
ARIZONA
ARIZONA STATE UNIVERSITY'S DESIGN APPRO
TO THE REV 74 COMPETITION
HS-Oi:
ASSOCIATION
DESCRIPTION AND EVALUATION OF THE N
[NATIONAL ELECTRONIC INJURY SURVEILLA
SYSTEM] REPORTING SYSTEM AS RELATED
BICYCLE-ASSOCIATED ACCIDENTS. INTERIM
PORT TO BICYCLE MANUFACTURERS ASSOCIA1
HS-01
ATD
ANTHROPOMETRIC BASIS OF THE GM ATD
CRASH TEST DUMMY
HS-01
ATV
REV-74-THE UNIVERSITY OF CINCINNATI
WITH INDEPENDENT SUSPENSION
HS-01
AUSTRALIA
DRINK-DRIVING PROPAGANDA IN SYDNEY, ,
TRALIA: EVALUATION OF FIRST STAGE, INFOF
TION CAMPAIGN
HS-01
AUTOMATIC
AN AUTOMATIC DATA ACQUISITION SYSTEM
VEHICLE CONTROL AND ROAD HOLDING
HS-01
AUTOMOBILE
AUTOMOBILE INSURANCE LOSSES COLLIi
COVERAGES. RELATIONSHIPS BETWEEN LOi
AND VEHICLE BODY STYLE. 1974 AND 1975 MOC
HS-01
AUTOMOBILE INSURANCE LOSSES COLLIi
COVERAGES. RELATIONSHIPS BETWEEN LO!
AND VEHICLE DENSITY. 1974 AND 1975 MODELS
HS-01
AUTOMOBILE INSURANCE LOSSES COLLI2
COVERAGES. VARIATIONS BY MAKE AND SEI
1974 MODELS DURING THEIR FIRST TWO YEARS
HS-01
AUTOMOBILE INSURANCE LOSSES COLLI!
COVERAGES. VARIATIONS BY MAKE AND SEI
1973 MODELS DURING THEIR FIRST THREE YEA
HS-01
COMPARISON OF HUMAN DRIVER DYNAMIC:
AN AUTOMOBILE ON THE ROAD WITH THOS
SIMULATORS HAVING COMPLEX AND SIN
VISUAL DISPLAYS
HS-01
DUAL-MODE AUTOMOBILE COLLISION AVOIDS
RADAR
HS-01
STYLING VS. SAFETY: THE AMERICAN AUTC
BILE INDUSTRY AND THE DEVELOPMENT OF
TOMOTIVE SAFETY, 1900-1966
HS-01
TEST PROCEDURES AND PERFORMANCE I
Fuly 31,1976
THE PHYSIOLOGICAL EFFECTS OF ALCOHOL ON
INDIVIDUALS AND THEIR ABILITY TO DRIVE AN
AUTOMOBILE
HS-018 240
AUTOMOBILES
COMPARISON OF EYE FIXATIONS OF OPERATORS
OF MOTORCYCLES AND AUTOMOBILES
HS-018 264
AVOIDANCE
ACCIDENT-AVOIDANCE CAPABILITIES OF MOTOR-
CYCLES-TECHNICAL REPORT. FINAL REPORT
HS-801 810
DUAL-MODE AUTOMOBILE COLLISION AVOIDANCE
RADAR
HS-018 162
AXIS
AN ALTERNATIVE TO THE ROLL AXIS FOR USE IN
COMMERCIAL VEHICLE SIMULATION
HS-018 258
AXLE
ADVANCED METHOD FOR REDUCTION IN AXLE
GEAR NOISE
HS-018 180
BACK
OCCUPANT PROTECTION-BACK TO THE BASICS
HS-018 274
BAG
DEVELOPMENT OF AN AIR BAG-CRUSHABLE DASH-
KNEE BAR PASSIVE RESTRAINT SYSTEM FOR
SMALL CARS. FINAL TECHNICAL REPORT
HS-801 789
DEVELOPMENT OF AN AIR BAG-CRUSHABLE DASH-
KNEE BAR PASSIVE RESTRAINT SYSTEM FOR
SMALL CARS. SUMMARY REPORT
HS-801 819
BAR
DEVELOPMENT OF AN AIR BAG-CRUSHABLE DASH-
KNEE BAR PASSIVE RESTRAINT SYSTEM FOR
SMALL CARS. FINAL TECHNICAL REPORT
HS-801 789
DEVELOPMENT OF AN AIR BAG-CRUSHABLE DASH-
KNEE BAR PASSIVE RESTRAINT SYSTEM FOR
SMALL CARS. SUMMARY REPORT
HS-801 819
BASE
LARGE AND SMALL CAR ACCIDENT PER-
FORMANCE: A LARGE SCALE ACCIDENT DATA
BASE ANALYSIS
HS-018 166
BASICS
OrriJPANT PRDTFrTTOK RATtf TO TRF. RASTCS
THERMAL/VOLTAGE RESPONSE CHARACTERISTICS
OF AUTOMOTIVE NONANTIMONIAL LEAD-ACID
BATTERIES
HS-018 286
BATTERY
AN OVERVIEW OF THE SODIUM-SULFUR BATTERY
HS-018 179
ELECTRICAL PROPULSION SYSTEMS FOR BATTERY
DRIVEN ROAD VEHICLES WITH HYDRODYNAMIC
TRANSMISSION OF POWER
HS-018 227
BEAD
BEAD CONTACT PRESSURE MEASUREMENTS AT
THE TIRE-RIM INTERFACE
HS-018 287
BEHAVIOR
A SIMPLE METHOD FOR SIMULATING DANGER-RE-
LATED ASPECTS OF BEHAVIOR IN HAZARDOUS AC-
TIVITIES
HS-018 143
DETERMINATION OF TIRE CHARACTERISTICS
FROM VEHICLE BEHAVIOR
HS-018 229
HOW TO OBTAIN THE RIGHT OF WAY: AN EXPERI-
MENTAL ANALYSIS OF BEHAVIOR AT INTERSEC-
TIONS
HS-018 192
THE IMMEDIATE IMPACT OF GASOLINE
SHORTAGES ON URBAN TRAVEL BEHAVIOR. FINAL
REPORT
HS-018 215
BEHAVIOUR
ROAD USER BEHAVIOUR AND TRAFFIC SAFETY:
TOWARD A RATIONAL STRATEGY OF ACCIDENT
PREVENTION
HS-018 188
BELIEFS
SEAT BELTS: CHANGING USAGE BY CHANGING BE-
LIEFS
HS-018 19
BELT
PROBLEMS OF INFERENCE IN STUDIES OF SEAT
BELT EFFECTIVENESS. FINAL REPORT
HS-801 805
SEAT BELT USE LAWS: A SOLUTION TO OCCUPANT
FATALITY AND INJURY REDUCTION
HS-018 225
THE EFFECT OF BELT MATERIALS ON PER-
FORMANCE OF RADIAL PASSENGER TIRES
HS-018 280
THE EFFECTS OF MANDATORY SEAT BELT WEAR-
ING ON THE MORTALITY AND PATTERN OF INJURY
BELTS
SEAT BELTS: CHANGING USAGE BY CHANGING BE-
LIEFS
HS-018 198
BENEFIT/COST
PASSIVE AND ACTIVE RESTRAINT SYSTEMS-PER-
FORMANCE AND BENEFIT/COST COMPARISON
HS-018 271
BETA
THE FUNCTION AND PERFORMANCE OF BETA
ALUMINA IN SODIUM/SULPHUR CELLS
HS-018 266
BICYCLE
A BICYCLE SAFETY PROGRAM GUIDELINE FOR
PARENTS ORGANIZATIONS
HS-018 262
BICYCLE-MOTOR VEHICLE ACCIDENT TRENDS IN
THE CITY OF MILWAUKEE. 1971-1973
HS-018 206
DESCRIPTION AND EVALUATION OF THE NEISS
[NATIONAL ELECTRONIC INJURY SURVEILLANCE
SYSTEM] REPORTING SYSTEM AS RELATED TO
BICYCLE-ASSOCIATED ACCIDENTS. INTERIM RE-
PORT TO BICYCLE MANUFACTURERS ASSOCIATION
HS-018 213
THE NATIONAL ELECTRONIC INJURY SURVEIL-
LANCE SYSTEM AND BICYCLE-ASSOCIATED AC-
CIDENTS: FINAL REPORT
HS-018 292
BOARD
HOW THEY'RE USING ON-BOARD CRASH RECOR-
DERS TO PROBE PUZZLING QUESTIONS ABOUT
CAR SAFETY
HS-018 186
BODY
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. RELATIONSHIPS BETWEEN LOSSES
AND VEHICLE BODY STYLE. 1974 AND 1975 MODELS
HS-018 138
COMPARISON OF THREE TYPES OF FRONT BODY
CONSTRUCTION OF SUB-COMPACT CARS
HS-018 159
BOOSTER
HYDRAULIC POWER BRAKE BOOSTER FOR SMALL
CARS
HS-018 269
BORE
STEPPED BORE MASTER CYLINDER-A WAY OF IM-
PROVING DUAL BRAKE SYSTEMS
HS-018 270
BOSCH
CERAMIC ASPECTS OF THE BOSCH LAMBDA-SEN-
SOR
HS-018 230
BRAKE
A REVIEW OF PHILOSOPHICAL CONSIDERATIONS
IN THE DEVELOPMENT OF RADAR BRAKE
SYSTEMS
HS-018 161
AN INVESTIGATION OF INTEGRATED RE-
TARDER/FOUNDATION BRAKE SYSTEMS FOR COM-
MERCIAL VEHICLES
HS-018 170
BRAKE FLUID FUNCTIONABILITY IN CONVEN-
TIONAL AND ANTI-SKID SYSTEMS IN ARCTIC CON-
DITIONS
HS-018 268
DEVELOPMENT OF POLICE CAR BRAKE STAN-
DARDS
HS-018 276
HYDRAULIC POWER BRAKE BOOSTER FOR SMALL
CARS
HS-018 269
STEPPED BORE MASTER CYLINDER-A WAY OF IM-
PROVING DUAL BRAKE SYSTEMS
HS-018 270
THE MANUFACTURE OF DISC BRAKE LININGS
HS-018 233
BRAKES
IS THE PROPOSED FEDERAL STANDARD FOR
BRAKES ADEQUATE FOR POLICE PATROL VEHI-
CLES?
HS-018 278
BRAKING
A BRAKING EFFICIENCY TEST TECHNIQUE
HS-018 277
CAB
LIMITS OF RIDE QUALITY THROUGH CAB ISOLA-
TION
HS-018 222
CADAVER
MASS DISTRIBUTION PROPERTIES OF THE MALE
CADAVER
HS-018 282
CADILLAC
CADILLAC'S ELECTRONIC FUEL INJECTION
HS-018 296
CAPABILITIES
ACCIDENT-AVOIDANCE CAPABILITIES OF MOTOR-
CYCLES-TECHNICAL REPORT. FINAL REPORT
HS-801 810
CAPACITY
HIGHWAY DESIGN FOR MOTOR VEHICLES--A
HISTORICAL REVIEW. PART 4. THE VEHICLE-CAR-
RYING CAPACITY OF THE HIGHWAY
HS-018 244
CAR
DEVELOPMENT OF POLICE CAR BRAKE STAN-
DARDS
HS-018 276
EFFECT OF VEHICLE MIX ON TWO-CAR HEAD-ON
IMPACT
HS-018 169
FUNCTION OF THE MUSCLES OF THE UPPER LIMB
IN CAR DRIVING. 4. THE PECTORALIS MAJOR, SER-
RATUS ANTERIOR AND LATISSIMUS DORS I
MUSCLES
HS-018 144
HOW THEY'RE USING ON-BOARD CRASH RECOR-
DERS TO PROBE PUZZLING QUESTIONS ABOUT
CAR SAFETY
HS-018 186
LARGE AND SMALL CAR ACCIDENT PER-
FORMANCE: A LARGE SCALE ACCIDENT DATA
BASE ANALYSIS
HS-018 166
THE EFFECTS OF MANDATORY SEAT BELT WEAR-
ING ON THE MORTALITY AND PATTERN OF INJURY
OF CAR OCCUPANTS INVOLVED IN MOTOR VEHI-
CLE CRASHES IN VICTORIA
HS-018 200
CARGO
CHARACTERISTICS OF HAZARDOUS CARGO SHIP-
MENTS ON VIRGINIA HIGHWAYS
HS-018 218
CAROLINA
THE EVALUATION OF THE NORTH CAROLINA K-9
TRAFFIC SAFETY CURRICULUM
HS-018 291
CARRYING
HIGHWAY DESIGN FOR MOTOR VEHICLES-A
HISTORICAL REVIEW. PART 4. THE VEHICLE-CAR-
RYING CAPACITY OF THE HIGHWAY
HS-018 244
CARS
COMPARISON OF THREE TYPES OF FRONT BODY
CONSTRUCTION OF SUB-COMPACT CARS
HS-018 159
COMPATIBILITY BETWEEN BIG AND LITTLE CARS
HS-018 167
DEVELOPMENT OF AN AIR BAG-CRUSHABLE DASH-
KNEE BAR PASSIVE RESTRAINT SYSTEM FOR
SMALL CARS. FINAL TECHNICAL REPORT
HS-801 789
DEVELOPMENT OF AN AIR BAG-CRUSHABLE DASH-
KNEE BAR PASSIVE RESTRAINT SYSTEM FOR
SMALL CARS. SUMMARY REPORT
HS-801 819
HYDRAULIC POWER BRAKE BOOSTER FOR SMALL
CARS
HS-018 269
CAUSATIVE
ENVIRONMENTAL FACTORS AS CAUSATIVE
AGENTS IN MOTOR VEHICLE INTERSECTION COL-
LISIONS
HS-018 242
CELLS
THE FUNCTION AND PERFORMANCE OF BETA
ALUMINA IN SODIUM/SULPHUR CELLS
HS-018 266
CERAMIC
AUTOMOTIVE EXHAUST SENSORS USING TITANIA
CERAMIC
HS-018 231
HS-018 230
CHARACTERISTICS
CHARACTERISTICS OF HAZARDOUS CARGO SHIP-
MENTS ON VIRGINIA HIGHWAYS
HS-018 218
CHARACTERISTICS OF TRUCK IN SINGLE AND
TWO-VEHICLE FATAL CRASHES. FINAL REPORT
HS-801 812
CHARACTERISTICS OF VEHICLES OWNED BY
"DRUNKEN DRIVERS" IN NEW YORK STATE
HS-018 208
DETERMINATION OF TIRE CHARACTERISTICS
FROM VEHICLE BEHAVIOR
HS-018 229
SOME CHARACTERISTICS OF LIGHT-TRUCK AC-
CIDENTS IN TEXAS. FINAL REPORT
HS-018 294
THERMAL/VOLTAGE RESPONSE CHARACTERISTICS
OF AUTOMOTIVE NONANTIMONIAL LEAD-ACID
BATTERIES
HS-018 286
CHEMICAL
CHEMICAL
CENTER
TRANSPORTATION
EMERGENCY
HS-018 219
CHILD
CHILD RESTRAINT LATERAL IMPACT TESTS. FINAL
REPORT
HS-801 788
DEVELOPMENT AND EVALUATION OF MASTER-
BODY FORMS FOR THREE-YEAR OLD AND SIX-
YEAR OLD CHILD DUMMIES. FINAL REPORT
HS-801 811
CHILDREN
ANTHROPOMETRY OF U.S. INFANTS AND CHIL-
DREN
HS-018 157
CINCINNATI
REV-74-THE UNIVERSITY OF CINCINNATI ATV
WITH INDEPENDENT SUSPENSION
HS-018 174
CITY
BICYCLE-MOTOR VEHICLE ACCIDENT TRENDS IN
THE CITY OF MILWAUKEE. 1971-1973
HS-018 206
COLLECT
A RESEARCH DESIGN TO COLLECT DATA FOR A
SECOND GENERATION EYELLIPSE
HS-018 263
COLLISION
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. RELATIONSHIPS BETWEEN LOSSES
AND VEHICLE BODY STYLE. 1974 AND 1975 MODELS
HS-018 138
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. RELATIONSHIPS BETWEEN LOSSES
AND VEHICLE DENSITY. 1974 AND 1975 MODELS
HS-018 139
61
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. VARIATIONS BY MAKE AND SERIES.
1974 MODELS DURING THEIR FIRST TWO YEARS
HS-018 140
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. VARIATIONS BY MAKE AND SERIES.
1973 MODELS DURING THEIR FIRST THREE YEARS
HS-018 141
DUAL-MODE AUTOMOBILE COLLISION AVOIDANCE
RADAR
HS-018 162
COLLISIONS
ENVIRONMENTAL FACTORS AS CAUSATIVE
AGENTS IN MOTOR VEHICLE INTERSECTION COL-
LISIONS
HS-018 242
OCCUPANT SURVIV ABILITY IN LATERAL COLLI-
SIONS. VOL. 1. FINAL TECHNICAL REPORT
HS-801 801
OCCUPANT SURVIV ABILITY IN LATERAL COLLI-
SIONS. VOL. 2-APPENDICES. FINAL TECHNICAL RE-
PORT
HS-801 802
OCCUPANT SURVIVABILITY IN LATERAL COLLI-
SIONS. SUMMARY REPORT. FINAL TECHNICAL RE-
PORT
HS-801 803
VEHICLE TO VEHICLE COLLISIONS UTILIZING
ENERGY ABSORBING UNITS
HS-018 165
COMBUSTION
CLOSED-LOOP ELECTRONIC FUEL AND AIR CON-
TROL OF INTERNAL COMBUSTION ENGINES
HS-018 265
COMMUNICATION
HIGHWAY TRAFFIC SAFETY COMMUNICATION: A
STUDY OF THE OPINIONS OF MASS MEDIA
REPRESENTATIVES IN THE STATE OF MICHIGAN
TOWARD HIGHWAY TRAFFIC SAFETY INFORMA-
TIONAL SERVICES
HS-018 241
COMMUNITY
REVIEW OF STATE AND COMMUNITY HIGHWAY
ALCOHOL SAFETY PROJECTS: A STUDY OF THE
STIMULUS EFFECT OF NHTSA ALCOHOL SAFETY
PROGRAMS. VOL. 1. FINAL REPORT
HS-801 797
REVIEW OF STATE AND COMMUNITY HIGHWAY
ALCOHOL SAFETY PROJECTS: A STUDY OF THE
STIMULUS EFFECT OF NHTSA ALCOHOL SAFETY
PROGRAMS. VOL. 2. FINAL REPORT
HS-801 798
HSL 76-0
COMPARISON
A COMPARISON OF ALCOHOL INVOLVEMENT I
EXPOSED AND INJURED DRIVERS. PHASES 1 AND
FINAL REPORT
HS-801 8:
COMPARISON OF EYE FIXATIONS OF OPERATOE
OF MOTORCYCLES AND AUTOMOBILES
HS-018 2i
COMPARISON OF HUMAN DRIVER DYNAMICS I
AN AUTOMOBILE ON THE ROAD WITH THOSE I
SIMULATORS HAVING COMPLEX AND SIMPL
VISUAL DISPLAYS
HS-018 2
COMMUTING
THE ECONOMIC COST OF COMMUTING
HS-018 261
PASSIVE AND ACTIVE RESTRAINT SYSTEMS-PE
FORMANCE AND BENEFIT/COST COMPARISON
HS-018 2
COMPATIBILITY
COMPATIBILITY BETWEEN BIG AND LITTLE CARS
HS-018 1
COMPETITION
ARIZONA STATE UNIVERSITY'S DESIGN APPROAC
TO THE REV 74 COMPETITION
HS-018 1
COMPLETELY
THE DESIGN AND TESTING OF A COMPLETEI
WATERPROOF ELECTRICAL CONNECTOR FOR A
TOMOTIVE USE
HS-018 1
COMPONENTS
ESTIMATION OF CONTRIBUTED NOISE LEVELS (
DIESEL ENGINE COMPONENTS FROM VIBRATIC
MEASUREMENTS
HS-018 1
COMPUTER
DATA ANALYSIS FOR DRIVER PERFORMANCE ST
DIES. VOL. 2. A COMPUTER PROGRAM FOR ANAL
SIS OF EYE MOVEMENT PATTERNS. FINAL REPOR
HS-801 8
MATHEMATICAL MODEL OF FOUR-WHEEL!
VEHICLE FOR HYBRID COMPUTER VEHICLE HA
DLING PROGRAM
HS-801 8
CONDITION
INVESTIGATION INTO THE DEGREE OF APPLIC
TION OF THE FREQUENCY PARAMETER AT PA1
THROTTLE CONDITION IN GASOLINE ENGINES
HS-018 :
CONFLICT
AN EXPERIMENTAL STUDY OF DRIVER At
PEDESTRIAN INTERACTION DURING TI
CROSSING CONFLICT
HS-018 1
HS-018 172
CONSERVATION
A REVIEW OF SUCCESSFUL FUEL CONSERVATION
MEASURES FOR MOTOR VEHICLE FLEETS
; HS-018 147
CONSTRUCTION
COMPARISON OF THREE TYPES OF FRONT BODY
CONSTRUCTION OF SUB-COMPACT CARS
HS-018 159
CONTACT
BEAD CONTACT PRESSURE MEASUREMENTS AT
THE TIRE-RIM INTERFACE
HS-018 287
MARIHUANA CONTACT TEST, EVALUATION AND
DEVELOPMENT. FINAL REPORT
HS-801 828
CONTAINED
EVALUATION OF SELF-CONTAINED
ANTHROPOMORPHIC DUMMY DATA ACQUISITION
SYSTEM. FINAL REPORT
HS-801 827
CONTRIBUTED
ESTIMATION OF CONTRIBUTED NOISE LEVELS OF
DIESEL ENGINE COMPONENTS FROM VIBRATION
MEASUREMENTS
HS-018 184
CONTROL
AN AUTOMATIC DATA ACQUISITION SYSTEM OF
VEHICLE CONTROL AND ROAD HOLDING
HS-018 256
CLOSED-LOOP ELECTRONIC FUEL AND AIR CON-
TROL OF INTERNAL COMBUSTION ENGINES
HS-018 265
DYNAMIC ANTHROPOMETRY AND DESIGN OF A
VEHICLE DRIVER'S CONTROL AREA
HS-018 284
LOCATING DETECTORS FOR ADVANCED TRAFFIC
CONTROL STRATEGIES. HANDBOOK. INTERIM RE-
PORT
HS-018 253
CONVEX
EVALUATION OF TWO CONVEX MIRROR SYSTEMS
BY GOVERNMENT DRIVERS
HS-018 273
COST
THE ECONOMIC COST OF COMMUTING
HS-018 261
COST/BENEFIT
THE 55 MPH SPEED LIMIT: A COST/BENEFIT ANAL-
YSIS
HS-018 156
COUNTERMEASURES
DETERMINING TARGET DRIVERS FOR SPEED-
ORIENTED COUNTERMEASURES
HS-801 814
MEASURES
HS-018 245
SYSTEMS ANALYSIS OF ALCOHOL COUNTERMEA-
SURES. FINAL TECHNICAL REPORT
HS-801 792
COVERAGES
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. RELATIONSHIPS BETWEEN LOSSES
AND VEHICLE BODY STYLE. 1974 AND 1975 MODELS
HS-018 138
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. RELATIONSHIPS BETWEEN LOSSES
AND VEHICLE DENSITY. 1974 AND 1975 MODELS
HS-018 139
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. VARIATIONS BY MAKE AND SERIES.
1974 MODELS DURING THEIR FIRST TWO YEARS
HS-018 140
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. VARIATIONS BY MAKE AND SERIES.
1973 MODELS DURING THEIR FIRST THREE YEARS
HS-018 141
CRASH
ANTHROPOMETRIC BASIS OF THE GM ATD 502
CRASH TEST DUMMY
HS-018 283
DETERMINATION OF RESTRAINT EFFECTIVENESS.
AIRBAG CRASH TEST REPEATABILITY
HS-018 275
HOW THEY'RE USING ON-BOARD CRASH RECOR-
DERS TO PROBE PUZZLING QUESTIONS ABOUT
CAR SAFETY
HS-018 186
RAPID RESPONSE SYSTEM TO GENERATE
HIGHWAY CRASH DATA. FINAL REPORT
HS-801 7%
CRASHES
CHARACTERISTICS OF TRUCK IN SINGLE AND
TWO-VEHICLE FATAL CRASHES. FINAL REPORT
HS-801 812
DRINKING-DRIVING AND FATAL CRASHES: A NEW
PERSEPCTIVE
HS-018 197
DRIVERS IN FATAL CRASHES WITH AND WITHOUT
DRIVER TRAINING
HS-801 813
THE EFFECTS OF MANDATORY SEAT BELT WEAR-
ING ON THE MORTALITY AND PATTERN OF INJURY
OF CAR OCCUPANTS INVOLVED IN MOTOR VEHI-
CLE CRASHES IN VICTORIA
HS-018 200
THE EPIDEMIOLOGY OF POLE CRASHES
HS-018 193
CRITERIA
HUMAN VIBRATION TOLERANCE CRITERIA AND
APPLICATIONS TO RIDE EVALUATION
HS-018 223
63
HSL 76-07
CROSSING
AN EXPERIMENTAL STUDY OF DRIVER AND
PEDESTRIAN INTERACTION DURING THE
CROSSING CONFLICT
HS-018 191
CRUSHABLE
DEVELOPMENT OF AN AIR BAG-CRUSHABLE DASH-
KNEE BAR PASSIVE RESTRAINT SYSTEM FOR
SMALL CARS. FINAL TECHNICAL REPORT
HS-801 789
DEVELOPMENT OF AN AIR BAG-CRUSHABLE DASH-
KNEE BAR PASSIVE RESTRAINT SYSTEM FOR
SMALL CARS. SUMMARY REPORT
HS-801 819
CURRICULUM
EMERGENCY MEDICAL SERVICES PROGRAM AD-
MINISTRATION PROTOTYPE CURRICULUM. CUR-
RICULUM GUIDE
HS-801 821
THE EVALUATION OF THE NORTH CAROLINA K-9
TRAFFIC SAFETY CURRICULUM
HS-018 291
CYLINDER
STEPPED BORE MASTER CYLINDER--A WAY OF IM-
PROVING DUAL BRAKE SYSTEMS
HS-018 270
THE VARIABLE RATIO MASTER CYLINDER-A
DESCRIPTION OF ITS FUNCTION AND OPERATION
HS-018 267
DANGER
A SIMPLE METHOD FOR SIMULATING DANGER-RE-
LATED ASPECTS OF BEHAVIOR IN HAZARDOUS AC-
TIVITIES
HS-018 143
DASH
DEVELOPMENT OF AN AIR BAG-CRUSHABLE DASH-
KNEE BAR PASSIVE RESTRAINT SYSTEM FOR
SMALL CARS. FINAL TECHNICAL REPORT
HS-801 789
DEVELOPMENT OF AN AIR BAG-CRUSHABLE DASH-
KNEE BAR PASSIVE RESTRAINT SYSTEM FOR
SMALL CARS. SUMMARY REPORT
HS-801 819
DEATH
PASSIVE VS. ACTIVE [EQUALS] LIFE VS. DEATH
HS-018 272
DEFECT
MOTOR VEHICLE SAFETY DEFECT RECALL CAM-
PAIGNS. JULY 1, 1975 TO SEPTEMBER 30, 1975.
DETAILED REPORTS. QUARTERLY REPORT
HS-801 775
DEFENSE
ALCOHOL AND DRIVING: A SURVEY OF PROSECU-
TION AND DEFENSE ALCOHOL ESTIMATIONS
HS-018 196
DEGREE
INVESTIGATION INTO THE DEGREE OF APPLICA-
DELAY
THE EFFECT OF COMMERCIAL VEHICLES ON
DELAY AT INTERSECTIONS
HS-018 254
DELIVERY
THE ELECTRIC MULTISTOP
VEHICLE-FACT OR FANTASY
FLEET DELIVERY
HS-018 148
DENSITY
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. RELATIONSHIPS BETWEEN LOSSES
AND VEHICLE DENSITY. 1974 AND 1975 MODELS
HS-018 139
DEPTH
AN EVALUATION OF THE EFFECTS OF TREAD
DEPTH, PAVEMENT TEXTURE, AND WATER FILM
THICKNESS ON SKID NUMBER-SPEED GRADIENTS
HS-018 204
DETAINING
DETAINING THE IMPAIRED DRIVER
HS-018 154
TTr\XT r\T! TTJTT
rvT Tt7KTr<\7 Ti A T> A
ATP T>Ar>T
DETECTORS
LOCATING DETECTORS FOR ADVANCED TRAFFIC
CONTROL STRATEGIES. HANDBOOK. INTERIM RE-
PORT
HS-018 253
DIESEL
ESTIMATION OF CONTRIBUTED NOISE LEVELS OF
DIESEL ENGINE COMPONENTS FROM VIBRATION
MEASUREMENTS
HS-018 184
DISC
THE MANUFACTURE OF DISC BRAKE LININGS
HS-018 233
DISPLAY
1976 LICENSE PLATE DISPLAY REQUIREMENTS
HS-018 187
DISPLAYS
COMPARISON OF HUMAN DRIVER DYNAMICS IN
AN AUTOMOBILE ON THE ROAD WITH THOSE IN
SIMULATORS HAVING COMPLEX AND SIMPLE
VISUAL DISPLAYS
HS-018 211
DISTRIBUTION
MASS DISTRIBUTION PROPERTIES OF THE MALE
CADAVER
HS-018 282
DORSI
FUNCTION OF THE MUSCLES OF THE UPPER LIMB
IN CAR DRIVING. 4. THE PECTORALIS MAJOR, SER-
RATUS ANTERIOR AND LATISSIMUS DORSI
MUSCLES
HS-018 144
DRINK
DRINK-DRIVING PROPAGANDA IN SYDNEY, AUS-
TRALIA: EVALUATION OF FIRST STAGE, INFORMA-
T'TVvxr /"" A xrn A T/->.XT
HS-018 197
DRIVE
HYDROSTATIC DRIVE ALL TERRAIN VEHICLE
HS-018 177
THF DESIGN OF A 4 WHEEL STEER-4 WHEEL
HYDROSTATIC DRIVE ALL-TERRAIN VEHICLE FOR
REV-74
HS-018 175
. THE PHYSIOLOGICAL EFFECTS OF ALCOHOL ON
INDIVIDUALS AND THEIR ABILITY TO DRIVE AN
AUTOMOBILE
HS-018 240
TRAINING A PATIENT TO DRIVE WITH TELESCOPIC
LENSES
HS-018 199
DRIVEN
ELECTRICAL PROPULSION SYSTEMS FOR BATTERY
DRIVEN ROAD VEHICLES WITH HYDRODYNAMIC
TRANSMISSION OF POWER
HS-018 227
DRIVER
AN EXPERIMENTAL STUDY OF DRIVER AND
PEDESTRIAN INTERACTION DURING THE
CROSSING CONFLICT
HS-018 191
COMPARISON OF HUMAN DRIVER DYNAMICS IN
AN AUTOMOBILE ON THE ROAD WITH THOSE IN
SIMULATORS HAVING COMPLEX AND SIMPLE
VISUAL DISPLAYS
HS-018 211
DATA ANALYSIS FOR DRIVER PERFORMANCE STU-
DIES. VOL. 1. PDP-8 DATA ACQUISITION SYSTEM
FOR DRIVER SIMULATION LABORATORIES. FINAL
REPORT
HS-801 830
DATA ANALYSIS FOR DRIVER PERFORMANCE STU-
DIES. VOL. 2. A COMPUTER PROGRAM FOR ANALY-
SIS OF EYE MOVEMENT PATTERNS. FINAL REPORT
HS-801 831
DETAINING THE IMPAIRED DRIVER
HS-018 154
DRIVERS IN FATAL CRASHES WITH AND WITHOUT
DRIVER TRAINING
HS-801 813
DYNAMIC ANTHROPOMETRY AND DESIGN OF A
VEHICLE DRIVER'S CONTROL AREA
HS-018 284
STUDY ON JAPANESE DRIVER EYE POSITION
HS-018 235
DRIVERS
A COMPARISON OF ALCOHOL INVOLVEMENT IN
EXPOSED AND INJURED DRIVERS. PHASES 1 AND 2.
FINAL REPORT
HS-801 826
CHARACTERISTICS OF VEHICLES OWNED BY
"DRUNKEN DRIVERS" IN NEW YORK STATE
HS-018 208
JJ.O-OVI Olt
DRIVERS IN FATAL CRASHES WITH AND WITHOUT
DRIVER TRAINING
HS-801 813
EVALUATION OF TWO CONVEX MIRROR SYSTEMS
BY GOVERNMENT DRIVERS
HS-018 273
DRIVEWAY
EVALUATION OF FACTORS INFLUENCING
DRIVEWAY ACCIDENTS
HS-018 255
DRIVING
ALCOHOL AND DRIVING: A SURVEY OF PROSECU-
TION AND DEFENSE ALCOHOL ESTIMATIONS
HS-018 196
DRINK-DRIVING PROPAGANDA IN SYDNEY, AUS-
TRALIA: EVALUATION OF FIRST STAGE, INFORMA-
TION CAMPAIGN
HS-018 142
DRINKING-DRIVING AND FATAL CRASHES: A NEW
PERSEPCTIVE
HS-018 197
EFFECT OF TRICYCLIC ANTIDEPRESSANTS AND
ALCOHOL ON PSYCHOMOTOR SKILLS RELATED TO
DRIVING
HS-018 252
FUNCTION OF THE MUSCLES OF THE UPPER LIMB
IN CAR DRIVING. 4. THE PECTORALIS MAJOR, SER-
RATUS ANTERIOR AND LATISSIMUS DORSI
MUSCLES
HS-018 144
DRUNKEN
CHARACTERISTICS OF VEHICLES OWNED BY
"DRUNKEN DRIVERS" IN NEW YORK STATE
HS-018 208
DUMMIES
DEVELOPMENT AND EVALUATION OF MASTER-
BODY FORMS FOR THREE-YEAR OLD AND SIX-
YEAR OLD CHILD DUMMIES. FINAL REPORT
HS-801 811
DUMMY
ANTHROPOMETRIC BASIS OF THE GM ATD 502
CRASH TEST DUMMY
HS-018 283
EVALUATION OF SELF-CONTAINED
ANTHROPOMORPHIC DUMMY DATA ACQUISITION
SYSTEM. FINAL REPORT
HS-801 827
DYNAMIC
DYNAMIC ANTHROPOMETRY AND DESIGN OF A
VEHICLE DRIVER'S CONTROL AREA
HS-018 284
DYNAMICS
COMPARISON OF HUMAN DRIVER DYNAMICS IN
AN AUTOMOBILE ON THE ROAD WITH THOSE IN
SIMULATORS HAVING COMPLEX AND SIMPLE
VISUAL DISPLAYS
HS-018 211
65
HS-018 212
ECONOMIC
ECONOMIC ASPECTS [ROADSIDE OBSTACLES]
HS-018 249
THE ECONOMIC COST OF COMMUTING
HS-018 261
EDUCATION
AN EVALUATION OF STATE TRAFFIC SAFETY IN-
FORMATION AND EDUCATION PROGRAMS
HS-018 207
EFFICIENCY
A BRAKING EFFICIENCY TEST TECHNIQUE
HS-018 277
ELECTRIC
A METHOD FOR ESTIMATING MILEAGE IMPROVE-
MENT AND EMISSION REDUCTIONS ACHIEVABLE
BY HYBRID-ELECTRIC VEHICLES
HS-018 228
NICKEL-ZINC STORAGE BATTERIES AS ENERGY
SOURCES FOR ELECTRIC VEHICLES
HS-018 178
THE ELECTRIC MULTISTOP FLEET DELIVERY
VEHICLE-FACT OR FANTASY
HS-018 148
ELECTRICAL
ELECTRICAL PROPULSION SYSTEMS FOR BATTERY
DRIVEN ROAD VEHICLES WITH HYDRODYNAMIC
TRANSMISSION OF POWER
HS-018 227
THE DESIGN AND TESTING OF A COMPLETELY
WATERPROOF ELECTRICAL CONNECTOR FOR AU-
TOMOTIVE USE
HS-018 171
ELECTRONIC
CADILLAC'S ELECTRONIC FUEL INJECTION
HS-018 296
CLOSED-LOOP ELECTRONIC FUEL AND AIR CON-
TROL OF INTERNAL COMBUSTION ENGINES
HS-018 265
DESCRIPTION AND EVALUATION OF THE NEISS
[NATIONAL ELECTRONIC INJURY SURVEILLANCE
SYSTEM] REPORTING SYSTEM AS RELATED TO
BICYCLE-ASSOCIATED ACCIDENTS. INTERIM RE-
PORT TO BICYCLE MANUFACTURERS ASSOCIATION
HS-018 213
EFFECTS OF UNDER-THE-HOOD TEMPERATURES
ON ELECTRONIC IGNITION SYSTEMS
HS-018 221
THE NATIONAL ELECTRONIC INJURY SURVEIL-
LANCE SYSTEM AND BICYCLE-ASSOCIATED AC-
CIDENTS: FINAL REPORT
HS-018 292
EMERGENCY
CHEMICAL TRANSPORTATION EMERGI
CENTER
HS-0
EMERGENCY MEDICAL SERVICES PROGRAM
MINISTRATION PROTOTYPE CURRICULUM.
RICULUM GUIDE
HS-81
EMERGENCY MEDICAL TECHNICIAN (El
TRAINING IN A MEDICAL SCHOOL ENVIRONMl
HS-0
TRAINING OF EMERGENCY MEDICAL TEC
CIANS-AMBULANCE
HS-0
EMISSION
A METHOD FOR ESTIMATING MILEAGE IMPR
MENT AND EMISSION REDUCTIONS ACHIEV,
BY HYBRID-ELECTRIC VEHICLES
HS-0
EMT
EMERGENCY MEDICAL TECHNICIAN (El
TRAINING IN A MEDICAL SCHOOL ENVIRONM]
HS-0
ENERGY
NICKEL-ZINC STORAGE BATTERIES AS EN]
SOURCES FOR ELECTRIC VEHICLES
HS-0
THE IMPACT OF THE ENERGY AND MATE!
RESOURCE PROBLEMS ON POWDER METALLU
HS-0
VEHICLE TO VEHICLE COLLISIONS UTIL3
ENERGY ABSORBING UNITS
HS-0
ENFORCEMENT
VEHICLE NOISE ENFORCEMENT
HS-0
ENGINE
ESTIMATION OF CONTRIBUTED NOISE LEVEI
DIESEL ENGINE COMPONENTS FROM VIBRA
MEASUREMENTS
HS-0
ENGINES
CLOSED-LOOP ELECTRONIC FUEL AND AIR
TROL OF INTERNAL COMBUSTION ENGINES
HS-0
INVESTIGATION INTO THE DEGREE OF APP
TION OF THE FREQUENCY PARAMETER AT
THROTTLE CONDITION IN GASOLINE ENGINES
HS-0
ENVIRONMENT
DESIGN OF ELECTRONICS FOR THE AUTOMC
ENVIRONMENT
HS-0
EMERGENCY MEDICAL TECHNICIAN (El
TRAINING IN A MEDICAL SCHOOL ENVIRONM
HS-0
66
July 31, 1976
ENVIRONMENTAL
ENVIRONMENTAL FACTORS AS CAUSATIVE
AGENTS IN MOTOR VEHICLE INTERSECTION COL-
LISIONS
HS-018 242
SURE-SEAL ENVIRONMENTAL CONNECTORS FOR
AUTOMOTIVE ELECTRONICS
HS-018 172
EPIDEMIOLOGY
THE EPIDEMIOLOGY OF POLE CRASHES
HS-018 193
EQUALS
PASSIVE VS. ACTIVE [EQUALS] LIFE VS. DEATH
HS-018 272
ESTIMATION
ESTIMATION OF CONTRIBUTED NOISE LEVELS OF
DIESEL ENGINE COMPONENTS FROM VIBRATION
MEASUREMENTS
HS-018 184
ESTIMATIONS
ALCOHOL AND DRIVING: A SURVEY OF PROSECU-
TION AND DEFENSE ALCOHOL ESTIMATIONS
HS-018 1%
EXHAUST
AUTOMOTIVE EXHAUST SENSORS USING TITANIA
CERAMIC
HS-018 231
EXPOSED
A COMPARISON OF ALCOHOL INVOLVEMENT IN
EXPOSED AND INJURED DRIVERS. PHASES 1 AND 2.
FINAL REPORT
HS-801 826
EXPOSURE
IMPROVED EXPOSURE MEASUREMENTS. FINAL RE-
PORT
HS-801 806
EYE
COMPARISON OF EYE FIXATIONS OF OPERATORS
OF MOTORCYCLES AND AUTOMOBILES
HS-018 264
DATA ANALYSIS FOR DRIVER PERFORMANCE STU-
DIES. VOL. 2. A COMPUTER PROGRAM FOR ANALY-
SIS OF EYE MOVEMENT PATTERNS. FINAL REPORT
HS-801 831
STUDY ON JAPANESE DRIVER EYE POSITION
HS-018 235
EYELLIPSE
A RESEARCH DESIGN TO COLLECT DATA FOR A
SECOND GENERATION EYELLIPSE
HS-018 263
FANTASY
THE ELECTRIC MULTISTOP FLEET DELIVERY
VEHICLE-FACT OR FANTASY
HS-018 148
FATAL
CHARACTERISTICS OF TRUCK IN SINGLE AND
DRINKING-DRIVING AND FATAL CRASHES: A NEW
PERSEPCTIVE
HS-018 197
DRIVERS IN FATAL CRASHES WITH AND WITHOUT
DRIVER TRAINING
HS-801 813
FATALITIES
FACTORS CONTRIBUTING TO THE REDUCTION OF
MOTOR VEHICLE TRAFFIC FATALITIES (JANUARY-
APRIL 1974 VS JANUARY-APRIL 1973)
HS-018 194
FACTORS CONTRIBUTING TO THE REDUCTION OF
MOTOR VEHICLE TRAFFIC FATALITIES (MAY-AU-
GUST 1974 VS MAY-AUGUST 1973)
HS-018 195
FATALITY
SEAT BELT USE LAWS: A SOLUTION TO OCCUPANT
FATALITY AND INJURY REDUCTION
HS-018 225
FEDERAL
IS THE PROPOSED FEDERAL STANDARD FOR
BRAKES ADEQUATE FOR POLICE PATROL VEHI-
CLES?
HS-018 278
FERROUS
FERROUS FOUNDRY INDUSTRY LONG-RANGE OUT-
LOOK FOR RAW MATERIALS
HS-018 163
FIBER
WEIGHT SAVING APPROACHES THROUGH THE USE
OF FIBER GLASS-REINFORCED PLASTIC
HS-018 182
FILM
AN EVALUATION OF THE EFFECTS OF TREAD
DEPTH, PAVEMENT TEXTURE, AND WATER FILM
THICKNESS ON SKID NUMBER-SPEED GRADIENTS
HS-018 204
PLATINUM FILM TEMPERATURE SENSORS
FTRE
TRANSPORTATION FIRE HAZARDS
HS-018 232
HS-018 243
FIXATIONS
COMPARISON OF EYE FIXATIONS OF OPERATORS
OF MOTORCYCLES AND AUTOMOBILES
HS-018 264
FLEET
THE ELECTRIC MULTISTOP FLEET DELIVERY
VEHICLE-FACT OR FANTASY
HS-018 148
FLEETS
A REVIEW OF SUCCESSFUL FUEL CONSERVATION
MEASURES FOR MOTOR VEHICLE FLEETS
HS-018 147
FLEXICAB
POTENTIAL FOR FLEXICAB SERVICES: INNOVA-
BKAKC. rjLLUU f U1N\_ 1 1<J1N AD1L11 I UN ^UiM V E,1N-
TIONAL AND ANTI-SKID SYSTEMS IN ARCTIC CON-
DITIONS
HS-018 268
FORMS
DEVELOPMENT AND EVALUATION OF MASTER-
BODY FORMS FOR THREE-YEAR OLD AND SIX-
YEAR OLD CHILD DUMMIES. FINAL REPORT
HS-801 811
FOUNDRY
FERROUS FOUNDRY INDUSTRY LONG-RANGE OUT-
LOOK FOR RAW MATERIALS
HS-018 163
FREQUENCY
INVESTIGATION INTO THE DEGREE OF APPLICA-
TION OF THE FREQUENCY PARAMETER AT PART
THROTTLE CONDITION IN GASOLINE ENGINES
HS-018 293
MONTHLY VARIATIONS IN ROAD ACCIDENT
FREQUENCY
HS-018 290
ROADSIDE OBSTACLES: THEIR EFFECTS ON THE
FREQUENCY AND SEVERITY OF ACCIDENTS:
DEVELOPMENT AND EVALUATION OF COUNTER-
MEASURES
HS-018 245
FRONT
COMPARISON OF THREE TYPES OF FRONT BODY
CONSTRUCTION OF SUB-COMPACT CARS
HS-018 159
FUEL
A REVIEW OF SUCCESSFUL FUEL CONSERVATION
MEASURES FOR MOTOR VEHICLE FLEETS
HS-018 147
CADILLAC'S ELECTRONIC FUEL INJECTION
HS-018 296
CLOSED-LOOP ELECTRONIC FUEL AND AIR CON-
TROL OF INTERNAL COMBUSTION ENGINES
HS-018 265
FUEL CONSUMPTION OF TRACTOR-TRAILER
TRUCKS AS AFFECTED BY SPEED LIMIT AND
PAYLOAD WEIGHT. FINAL REPORT
HS-018 189
FUNCTION
FUNCTION OF THE MUSCLES OF THE UPPER LIMB
IN CAR DRIVING. 4. THE PECTORALIS MAJOR, SER-
RATUS ANTERIOR AND LATISSIMUS DORSI
MUSCLES
HS-018 144
THE FUNCTION AND PERFORMANCE OF BETA
ALUMINA IN SODIUM/SULPHUR CELLS
HS-018 266
THE VARIABLE RATIO MASTER CYLINDER-A
DESCRIPTION OF ITS FUNCTION AND OPERATION
HS-018 267
FUNCTIONABILITY
BRAKE FLUID FUNCTIONABILITY IN CONVEN-
TIONAL AND ANTI-SKID SYSTEMS IN ARCTIC CON-
DITIONS
HS-018 268
UN V J13 1 KJ/V 1 1VJ1N UN .LVJ 1 nE. UJCAJKJC,E!. \jr
TION OF THE FREQUENCY PARAMETER AT
THROTTLE CONDITION IN GASOLINE ENGINE!
HS-0
THE IMMEDIATE IMPACT OF GASC
SHORTAGES ON URBAN TRAVEL BEHAVIOR. F
REPORT
HS-0
GEAR
ADVANCED METHOD FOR REDUCTION IN
GEAR NOISE
HS-C
GENERATE
RAPID RESPONSE SYSTEM TO GENE
HIGHWAY CRASH DATA. FINAL REPORT
HS-S
GENERATION
A RESEARCH DESIGN TO COLLECT DATA F
SECOND GENERATION EYELLIPSE
HS-(
GLASS
WEIGHT SAVING APPROACHES THROUGH TH]
OF FIBER GLASS-REINFORCED PLASTIC
HS-C
GM
GOVERNMENT
EVALUATION OF TWO CONVEX MIRROR SYS
BY GOVERNMENT DRIVERS
HS-(
GRADIENTS
AN EVALUATION OF THE EFFECTS OF T
DEPTH, PAVEMENT TEXTURE, AND WATER
THICKNESS ON SKID NUMBER-SPEED GRADIE
HS-(
GUIDELINE
A BICYCLE SAFETY PROGRAM GUIDELINE
PARENTS ORGANIZATIONS
HS-(
HANDBOOK
LOCATING DETECTORS FOR ADVANCED TR
CONTROL STRATEGIES. HANDBOOK. INTERI
PORT
HS-<
HANDICAPPED
TRANSPORTATION FOR
SELECTED REFERENCES
THE HANDICA
HS-I
HANDLING
HANDLING TEST PROCEDURES FOR ]
TRUCKS, VANS, AND RECREATIONAL VEH1
FINAL REPORT
HS-!
68
July 31, 1976
HANDLING TEST PROCEDURES FOR LIGHT
TRUCKS, VANS, AND RECREATIONAL VEHICLES-
SUMMARY REPORT. FINAL REPORT
HS-801 825
MATHEMATICAL MODEL OF FOUR-WHEELED
VEHICLE FOR HYBRID COMPUTER VEHICLE HAN-
DLING PROGRAM
HS-801 800
HAVING
COMPARISON OF HUMAN DRIVER DYNAMICS IN
AN AUTOMOBILE ON THE ROAD WITH THOSE IN
SIMULATORS HAVING COMPLEX AND SIMPLE
VISUAL DISPLAYS
HS-018 211
HAZARDOUS
A SIMPLE METHOD FOR SIMULATING DANGER-RE-
LATED ASPECTS OF BEHAVIOR IN HAZARDOUS AC-
TIVITIES
HS-018 143
CHARACTERISTICS OF HAZARDOUS CARGO SHIP-
MENTS ON VIRGINIA HIGHWAYS
HS-018 218
HAZARDOUS MATERIALS TRANSPORTATION AND
HIGHWAY MAINTENANCE
HS-018 217
HAZARDS
TRANSPORTATION FIRE HAZARDS
HS-018 243
HEAD
EFFECT OF VEHICLE MIX ON TWO-CAR HEAD-ON
IMPACT
HS-018 169
HEADLIGHTING
MOTORCYCLE HEADLIGHTING RESEARCH. FINAL
REPORT
HS-801 804
HELMET
MANDATORY MOTORCYCLE HELMET STATISTICAL
ANALYSIS AND SAFETY STUDY
HS-018 160
HIGHWAY
ADMINISTRATIVE ADJUDICATION OF TRAFFIC IN-
FRACTIONS. HIGHWAY SAFETY ACT OF 1973
(SECTION 222) [ANNUAL REPORT NO. 1]
HS-801 820
DETERMINING HIGHWAY SHOCK INDEX
HS-018 220
HAZARDOUS MATERIALS TRANSPORTATION AND
HIGHWAY MAINTENANCE
HS-018 217
HIGHWAY DESIGN FOR MOTOR VEHICLES-A
HISTORICAL REVIEW. PART 4. THE VEHICLE-CAR-
RYING CAPACITY OF THE HIGHWAY
HS-018 244
HIGHWAY TRAFFIC SAFETY COMMUNICATION: A
STUDY OF THE OPINIONS OF MASS MEDIA
REPRESENTATIVES IN THE STATE OF MICHIGAN
TOWARD HIGHWAY TRAFFIC SAFETY INFORMA-
npT/^vr A T o r? r> \ rtrvn a
RAPID RESPONSE SYSTEM TO GENERATE
HIGHWAY CRASH DATA. FINAL REPORT
HS-801 796
REVIEW OF STATE AND COMMUNITY HIGHWAY
ALCOHOL SAFETY PROJECTS: A STUDY OF THE
STIMULUS EFFECT OF NHTSA ALCOHOL SAFETY
PROGRAMS. VOL. 1. FINAL REPORT
HS-801 797
REVIEW OF STATE AND COMMUNITY HIGHWAY
ALCOHOL SAFETY PROJECTS: A STUDY OF THE
STIMULUS EFFECT OF NHTSA ALCOHOL SAFETY
PROGRAMS. VOL. 2. FINAL REPORT
HS-801 798
SYMPOSIUM ON EFFECTIVE HIGHWAY SAFETY AD-
JUDICATION. VOL. 1. FINAL REPORT
HS-801 779
SYMPOSIUM ON EFFECTIVE HIGHWAY SAFETY AD-
JUDICATION. VOL. 2. FINAL REPORT
HS-801 780
HIGHWAYS
CHARACTERISTICS OF HAZARDOUS CARGO SHIP-
MENTS ON VIRGINIA HIGHWAYS
HS-018 218
HISTORICAL
HIGHWAY DESIGN FOR MOTOR VEHICLES-A
HISTORICAL REVIEW. PART 4. THE VEHICLE-CAR-
RYING CAPACITY OF THE HIGHWAY
HS-018 244
HISTORIES
AN ANALYSIS OF THE RELATIONSHIPS BETWEEN
THE RENEWAL RULES TESTS AND THE ACCIDENT
AND VIOLATION HISTORIES
HS-018 210
HOLDING
AN AUTOMATIC DATA ACQUISITION SYSTEM OF
VEHICLE CONTROL AND ROAD HOLDING
HS-018 256
HOOD
EFFECTS OF UNDER-THE-HOOD TEMPERATURES
ON ELECTRONIC IGNITION SYSTEMS
HS-018 221
HUMAN
COMPARISON OF HUMAN DRIVER DYNAMICS IN
AN AUTOMOBILE ON THE ROAD WITH THOSE IN
SIMULATORS HAVING COMPLEX AND SIMPLE
VISUAL DISPLAYS
HS-018 211
HUMAN VIBRATION TOLERANCE CRITERIA AND
APPLICATIONS TO RIDE EVALUATION
HS-018 223
HYBRID
A METHOD FOR ESTIMATING MILEAGE IMPROVE-
MENT AND EMISSION REDUCTIONS ACHIEVABLE
BY HYBRID-ELECTRIC VEHICLES
HS-018 228
MATHEMATICAL MODEL OF FOUR-WHEELED
VEHICLE FOR HYBRID COMPUTER VEHICLE HAN-
DLING PROGRAM
HS-801 800
HSL 76-07
HYDRAULIC
HYDRAULIC POWER BRAKE BOOSTER FOR SMALL
CARS
HS-018 269
HYDRODYNAMIC
ELECTRICAL PROPULSION SYSTEMS FOR BATTERY
DRIVEN ROAD VEHICLES WITH HYDRODYNAMIC
TRANSMISSION OF POWER
HS-018 227
HYDROSTATIC
HYDROSTATIC DRIVE ALL TERRAIN VEHICLE
HS-018 177
THE DESIGN OF A 4 WHEEL STEER-4 WHEEL
HYDROSTATIC DRIVE ALL-TERRAIN VEHICLE FOR
REV-74
HS-018 175
ICE
SNOWMOBILES. STILL ON THIN ICE
HS-018 203
IGNITION
EFFECTS OF UNDER-THE-HOOD TEMPERATURES
ON ELECTRONIC IGNITION SYSTEMS
HS-018 221
NEW CONCEPTS IN IGNITION TECHNOLOGY
HS-018 297
IMMEDIATE
THE IMMEDIATE IMPACT OF GASOLINE
SHORTAGES ON URBAN TRAVEL BEHAVIOR. FINAL
REPORT
HS-018 215
IMPACT
CHILD RESTRAINT LATERAL IMPACT TESTS. FINAL
REPORT
HS-801 788
EFFECT OF VEHICLE MIX ON TWO-CAR HEAD-ON
IMPACT
HS-018 169
THE IMMEDIATE IMPACT OF GASOLINE
SHORTAGES ON URBAN TRAVEL BEHAVIOR. FINAL
REPORT
HS-018 215
THE IMPACT OF THE ENERGY AND MATERIALS
RESOURCE PROBLEMS ON POWDER METALLURGY
HS-018 164
IMPAIRED
DETAINING THE IMPAIRED DRIVER
HS-018 154
INDEPENDENT
REV-74-THE UNIVERSITY OF CINCINNATI ATV
WITH INDEPENDENT SUSPENSION
HS-018 174
INDEX
DETERMINING HIGHWAY SHOCK INDEX
INDUCED
HS-018 220
INDUSTRY
FERROUS FOUNDRY INDUSTRY LONG-RANGE OUT-
LOOK FOR RAW MATERIALS
HS-018 163
STYLING VS. SAFETY: THE AMERICAN AUTOMO-
BILE INDUSTRY AND THE DEVELOPMENT OF AU-
TOMOTIVE SAFETY, 1900-1966
HS-018 239
INFANTS
ANTHROPOMETRY OF U.S. INFANTS AND CHIL-
DREN
HS-01S 157
INFERENCE
PROBLEMS OF INFERENCE IN STUDIES OF SEAT
BELT EFFECTIVENESS. FINAL REPORT
HS-801 805
INFORMATIONAL
HIGHWAY TRAFFIC SAFETY COMMUNICATION: A
STUDY OF THE OPINIONS OF MASS MEDIA
REPRESENTATIVES IN THE STATE OF MICHIGAN
TOWARD HIGHWAY TRAFFIC SAFETY INFORMA-
TIONAL SERVICES
HS-018 241
INFRACTIONS
ADMINISTRATIVE ADJUDICATION OF TRAFFIC IN-
FRACTIONS. HIGHWAY SAFETY ACT OF 1973
(SECTION 222) [ANNUAL REPORT NO. 1]
HS-801 820
INJECTION
CADILLAC'S ELECTRONIC FUEL INJECTION
HS-018 296
INJURED
A COMPARISON OF ALCOHOL INVOLVEMENT IN
EXPOSED AND INJURED DRIVERS. PHASES 1 AND 2.
FINAL REPORT
HS-801 826
INJURY
DESCRIPTION AND EVALUATION OF THE NEISS
[NATIONAL ELECTRONIC INJURY SURVEILLANCE
SYSTEM] REPORTING SYSTEM AS RELATED TO
BICYCLE-ASSOCIATED ACCIDENTS. INTERIM RE-
PORT TO BICYCLE MANUFACTURERS ASSOCIATION
HS-018 213
SEAT BELT USE LAWS: A SOLUTION TO OCCUPANT
FATALITY AND INJURY REDUCTION
HS-018 225
THE EFFECTS OF MANDATORY SEAT BELT WEAR-
ING ON THE MORTALITY AND PATTERN OF INJURY
OF CAR OCCUPANTS INVOLVED IN MOTOR VEHI-
CLE CRASHES IN VICTORIA
HS-018 200
THE NATIONAL ELECTRONIC INJURY SURVEIL-
LANCE SYSTEM AND BICYCLE-ASSOCIATED AC-
CIDENTS: FINAL REPORT
HS-018 292
INNOVATIVE
POTFIMTTAT POP FT PYTr'AR SFPVTrFS- TMNTHVA-
July 3 1,1 976
INSTRUMENT
METHODS FOR DETERMINING
AREAS ON INSTRUMENT PANELS
UNOBSCURED
HS-018 234
INSURANCE
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. RELATIONSHIPS BETWEEN LOSSES
AND VEHICLE BODY STYLE. 1974 AND 1975 MODELS
HS-018 138
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. RELATIONSHIPS BETWEEN LOSSES
AND VEHICLE DENSITY. 1974 AND 1975 MODELS
HS-018 139
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. VARIATIONS BY MAKE AND SERIES.
1974 MODELS DURING THEIR FIRST TWO YEARS
HS-018 140
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. VARIATIONS BY MAKE AND SERIES.
1973 MODELS DURING THEIR FIRST THREE YEARS
HS-018 141
INTEGRATED
AN INVESTIGATION OF INTEGRATED RE-
TARDER/FOUNDATION BRAKE SYSTEMS FOR COM-
MERCIAL VEHICLES
HS-018 170
INTERACTION
AN EXPERIMENTAL STUDY OF DRIVER AND
PEDESTRIAN INTERACTION DURING THE
CROSSING CONFLICT
HS-018 191
VEHICLE-PAVEMENT INTERACTION STUDY. FINAL
REPORT
HS-018 190
INTERFACE
BEAD CONTACT PRESSURE MEASUREMENTS AT
THE TIRE-RIM INTERFACE
HS-018 287
INTERNAL
CLOSED-LOOP ELECTRONIC FUEL AND AIR CON-
TROL OF INTERNAL COMBUSTION ENGINES
HS-018 265
INTERSECTION
ENVIRONMENTAL FACTORS AS CAUSATIVE
AGENTS IN MOTOR VEHICLE INTERSECTION COL-
LISIONS
HS-018 242
INTERSECTIONS
HOW TO OBTAIN THE RIGHT OF WAY: AN EXPERI-
MENTAL ANALYSIS OF BEHAVIOR AT INTERSEC-
TIONS
HS-018 192
THE EFFECT OF COMMERCIAL
DELAY AT INTERSECTIONS
VEHICLES ON
HS-018 254
INVOLVEMENT
A COMPARISON OF ALCOHOL INVOLVEMENT IN
EXPOSED AND INJURED DRIVERS. PHASES 1 AND 2.
ISOLATION
LIMITS OF RIDE QUALITY THROUGH CAB ISOLA-
TION
HS-018 222
JAPANESE
STUDY ON JAPANESE DRIVER EYE POSITION
HS-018 235
JITNEYS
POTENTIAL FOR FLEXICAB SERVICES: INNOVA-
TIVE USES OF TAXIS AND JITNEYS FOR PUBLIC
TRANSPORTATION. FINAL REPORT
HS-018 216
KNEE
DEVELOPMENT OF AN AIR BAG-CRUSHABLE DASH-
KNEE BAR PASSIVE RESTRAINT SYSTEM FOR
SMALL CARS. FINAL TECHNICAL REPORT
HS-801 789
DEVELOPMENT OF AN AIR BAG-CRUSHABLE DASH-
KNEE BAR PASSIVE RESTRAINT SYSTEM FOR
SMALL CARS. SUMMARY REPORT
HS-801 819
LABORATORIES
DATA ANALYSIS FOR DRIVER PERFORMANCE STU-
DIES. VOL. 1. PDP-8 DATA ACQUISITION SYSTEM
FOR DRIVER SIMULATION LABORATORIES. FINAL
REPORT
HS-801 830
LAMBDA
CERAMIC ASPECTS OF THE BOSCH LAMBDA-SEN-
SOR
HS-018 230
LARGE
HOW MUCH SAFER ARE YOU IN A LARGE CAR
HS-018 168
LARGE AND SMALL CAR ACCIDENT PER-
FORMANCE: A LARGE SCALE ACCIDENT DATA
BASE ANALYSIS
HS-018 166
LATERAL
CHILD RESTRAINT LATERAL IMPACT TESTS. FINAL
REPORT
HS-801 78}
OCCUPANT SURVIVABILITY IN LATERAL COLLI
SIGNS. SUMMARY REPORT. FINAL TECHNICAL RE-
PORT
HS-801 803
OCCUPANT SURVIVABILITY IN LATERAL COLLI-
SIONS. VOL. 1. FINAL TECHNICAL REPORT
HS-801 801
OCCUPANT SURVIVABILITY IN LATERAL COLLI-
SIONS. VOL. 2-APPENDICES. FINAL TECHNICAL RE-
PORT
HS-801 802
RADIAL PLY TIRES-HOW DIFFERENT ARE THEY IN
THE LOW LATERAL ACCELERATION REGIME
HS-018 279
LATISSIMUS
FUNCTION OF THE MUSCLES OF THE UPPER LIMB
H3JL /tK
RATUS ANTERIOR AND LATISSIMUS DORSI
MUSCLES
HS-018 144
LAWS
SEAT BELT USE LAWS: A SOLUTION TO OCCUPANT
FATALITY AND INJURY REDUCTION
HS-018 225
LEAD
THERMAL/VOLTAGE RESPONSE CHARACTERISTICS
OF AUTOMOTIVE NONANTIMONIAL LEAD-ACID
BATTERIES
HS-018 286
LICENSE
REFLECTORIZED LICENSE PLATES: A REVIEW AND
ANALYSIS OF RESEARCH, TECHNICAL DATA AND
DOCUMENTATION RELATED TO THEIR USE
HS-018 295
1976 LICENSE PLATE DISPLAY REQUIREMENTS
HS-018 187
LIFE
PASSIVE VS. ACTIVE [EQUALS] LIFE VS. DEATH
HS-018 272
LIMB
FUNCTION OF THE MUSCLES OF THE UPPER LIMB
IN CAR DRIVING. 4. THE PECTORALIS MAJOR, SER-
RATUS ANTERIOR AND LATISSIMUS DORSI
MUSCLES
HS-018 144
LININGS
THE MANUFACTURE OF DISC BRAKE LININGS
HS-018 233
JTTLE
COMPATIBILITY BETWEEN BIG AND LITTLE CARS
HS-018 167
LOCATING
LOCATING DETECTORS FOR ADVANCED TRAFFIC
CONTROL STRATEGIES. HANDBOOK. INTERIM RE-
PORT
HS-018 253
LOOP
CLOSED-LOOP ELECTRONIC FUEL AND AIR CON-
TROL OF INTERNAL COMBUSTION ENGINES
HS-018 265
LOSSES
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. RELATIONSHIPS BETWEEN LOSSES
AND VEHICLE BODY STYLE. 1974 AND 1975 MODELS
HS-018 138
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. RELATIONSHIPS BETWEEN LOSSES
AND VEHICLE DENSITY. 1974 AND 1975 MODELS
HS-018 139
AUTOMOBILE INSURANCE LOSSES COLLISIO
COVERAGES. VARIATIONS BY MAKE AND SERIE
1974 MODELS DURING THEIR FIRST TWO YEARS
HS-018 1
AUTOMOBILE INSURANCE LOSSES COLLISIC
COVERAGES. VARIATIONS BY MAKE AND SERIE
1973 MODELS DURING THEIR FIRST THREE YEARS
HS-018 1
MAINTENANCE
HAZARDOUS MATERIALS TRANSPORTATION A>
HIGHWAY MAINTENANCE
HS-018 2
MAJOR
FUNCTION OF THE MUSCLES OF THE UPPER Lft
IN CAR DRIVING. 4. THE PECTORALIS MAJOR, SE
RATUS ANTERIOR AND LATISSIMUS DOB
MUSCLES
HS-018 1
MAKE
AUTOMOBILE INSURANCE LOSSES COLLISIC
COVERAGES. VARIATIONS BY MAKE AND SERII
1974 MODELS DURING THEIR FIRST TWO YEARS
HS-018 1
AUTOMOBILE INSURANCE LOSSES COLLISIC
COVERAGES. VARIATIONS BY MAKE AND SERII
1973 MODELS DURING THEIR FIRST THREE YEARS
HS-018 ]
MALE
MASS DISTRIBUTION PROPERTIES OF THE MA:
CADAVER
HS-018 :
MANDATORY
MANDATORY MOTORCYCLE HELMET STATISTIC.
ANALYSIS AND SAFETY STUDY
HS-018
THE EFFECTS OF MANDATORY SEAT BELT
ING ON THE MORTALITY AND PATTERN OF INJU:
OF CAR OCCUPANTS INVOLVED IN MOTOR VE1
CLE CRASHES IN VICTORIA
HS-018 !
MANUFACTURERS
DESCRIPTION AND EVALUATION OF THE NE1
[NATIONAL ELECTRONIC INJURY SURVEILLAN
SYSTEM] REPORTING SYSTEM AS RELATED
BICYCLE-ASSOCIATED ACCIDENTS. INTERIM I
PORT TO BICYCLE MANUFACTURERS ASSOCIATL
HS-018
MARIHUANA
MARIHUANA CONTACT TEST, EVALUATION A
DEVELOPMENT. FINAL REPORT
HS-801
MASS
HIGHWAY TRAFFIC SAFETY COMMUNICATION:
STUDY OF THE OPINIONS OF MASS MEI
REPRESENTATIVES IN THE STATE OF MICHIG
TOWARD HIGHWAY TRAFFIC SAFETY INFORM
TIONAL SERVICES
HS-018
MASS DISTRIBUTION PROPERTIES OF THE MA
CADAVER
JHL5-U18 23 /
SAFETY IN URBAN MASS TRANSPORTATION:
RESEARCH REPORT. SUMMARY
HS-018236
MASTER
STEPPED BORE MASTER CYLINDER-A WAY OF IM-
PROVING DUAL BRAKE SYSTEMS
HS-018 270
THE VARIABLE RATIO MASTER CYLINDER-A
DESCRIPTION OF ITS FUNCTION AND OPERATION
HS-018 267
MASTERBODY
DEVELOPMENT AND EVALUATION OF MASTER-
BODY FORMS FOR THREE-YEAR OLD AND SIX-
YEAR OLD CHILD DUMMIES. FINAL REPORT
HS-801 811
MATERIALS
FERROUS FOUNDRY INDUSTRY LONG-RANGE OUT-
LOOK FOR RAW MATERIALS
HS-018 163
HAZARDOUS MATERIALS TRANSPORTATION AND
HIGHWAY MAINTENANCE
HS-018 217
THE EFFECT OF BELT MATERIALS ON PER-
FORMANCE OF RADIAL PASSENGER TIRES
HS-018 280
THE IMPACT OF THE ENERGY AND MATERIALS
RESOURCE PROBLEMS ON POWDER METALLURGY
HS-018 164
MEASUREMENT
ROUGHNESS IN STEEL-BELTED RADIAL TIRES-
MEASUREMENT AND ANALYSIS
HS-018 285
MEASUREMENTS
BEAD CONTACT PRESSURE MEASUREMENTS AT
THE TIRE-RIM INTERFACE
HS-018 287
ESTIMATION OF CONTRIBUTED NOISE LEVELS OF
DIESEL ENGINE COMPONENTS FROM VIBRATION
MEASUREMENTS
HS-018 184
IMPROVED EXPOSURE MEASUREMENTS. FINAL RE-
PORT
HS-801 806
MEASURES
A REVIEW OF SUCCESSFUL FUEL CONSERVATION
MEASURES FOR MOTOR VEHICLE FLEETS
HS-018 147
TEST PROCEDURES AND PERFORMANCE MEA-
SURES SENSITIVE TO AUTOMOBILE STEERING
DYNAMICS
HS-018 212
MEDIA
HIGHWAY TRAFFIC SAFETY COMMUNICATION: A
STUDY OF THE OPINIONS OF MASS MEDIA
REPRESENTATIVES IN THE STATE OF MICHIGAN
HS-018 241
MEDICAL
EMERGENCY MEDICAL SERVICES PROGRAM AD-
MINISTRATION PROTOTYPE CURRICULUM. CUR-
RICULUM GUIDE
HS-801 821
EMERGENCY MEDICAL TECHNICIAN (EMT-A)
TRAINING IN A MEDICAL SCHOOL ENVIRONMENT
HS-018 202
TRAINING OF EMERGENCY MEDICAL TECHNI-
CIANS-AMBULANCE
HS-018 238
METAL
ANAEROBIC ADHESIVES FOR SHEET METAL AS-
SEMBLY
HS-018 173
METALLURGY
THE IMPACT OF THE ENERGY AND MATERIALS
RESOURCE PROBLEMS ON POWDER METALLURGY
HS-018 164
MICHIGAN
A SELF-ADMINISTERED SHORT MICHIGAN AL-
COHOLISM SCREENING TEST (SMAST)
HS-018 153
HIGHWAY TRAFFIC SAFETY COMMUNICATION: A
STUDY OF THE OPINIONS OF MASS MEDIA
REPRESENTATIVES IN THE STATE OF MICHIGAN
TOWARD HIGHWAY TRAFFIC SAFETY INFORMA-
TIONAL SERVICES
HS-018 241
MILEAGE
A METHOD FOR ESTIMATING MILEAGE IMPROVE-
MENT AND EMISSION REDUCTIONS ACHIEVABLE
BY HYBRID-ELECTRIC VEHICLES
HS-018 22P
MILWAUKEE
BICYCLE-MOTOR VEHICLE ACCIDENT TRENDS I>
THE CITY OF MILWAUKEE. 1971-1973
HS-018 206
MIRROR
EVALUATION OF TWO CONVEX MIRROR SYSTEMS
BY GOVERNMENT DRIVERS
HS-018 273
MIX
EFFECT OF VEHICLE MIX ON TWO-CAR HEAD-ON
IMPACT
HS-018 169
MODEL
MATHEMATICAL MODEL OF FOUR-WHEELED
VEHICLE FOR HYBRID COMPUTER VEHICLE HAN-
DLING PROGRAM
HS-801 800
MODELS
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. RELATIONSHIPS BETWEEN LOSSES
AND VEHICLE BODY STYLE. 1974 AND 1975 MODELS
HS-018 138
73
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. VARIATIONS BY MAKE AND SERIES.
1974 MODELS DURING THEIR FIRST TWO YEARS
HS-018 140
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. VARIATIONS BY MAKE AND SERIES.
1973 MODELS DURING THEIR FIRST THREE YEARS
HS-018 141
MORTALITY
THE EFFECTS OF MANDATORY SEAT BELT WEAR-
ING ON THE MORTALITY AND PATTERN OF INJURY
OF CAR OCCUPANTS INVOLVED IN MOTOR VEHI-
CLE CRASHES IN VICTORIA
HS-018 200
MOTOR
A REVIEW OF SUCCESSFUL FUEL CONSERVATION
MEASURES FOR MOTOR VEHICLE FLEETS
HS-018 147
BICYCLE-MOTOR VEHICLE ACCIDENT TRENDS IN
THE CITY OF MILWAUKEE. 1971-1973
HS-018 206
ENVIRONMENTAL FACTORS AS CAUSATIVE
AGENTS IN MOTOR VEHICLE INTERSECTION COL-
LISIONS
HS-018 242
FACTORS CONTRIBUTING TO THE REDUCTION OF
MOTOR VEHICLE TRAFFIC FATALITIES (JANUARY-
APRIL 1974 VS JANUARY-APRIL 1973)
HS-018 194
FACTORS CONTRIBUTING TO THE REDUCTION OF
MOTOR VEHICLE TRAFFIC FATALITIES (MAY-AU-
GUST 1974 VS MAY-AUGUST 1973)
HS-018 195
HIGHWAY DESIGN FOR MOTOR VEHICLES-A
HISTORICAL REVIEW. PART 4. THE VEHICLE-CAR-
RYING CAPACITY OF THE HIGHWAY
HS-018 244
MOTOR VEHICLE SAFETY DEFECT RECALL CAM-
PAIGNS. JULY 1, 1975 TO SEPTEMBER 30, 1975.
DETAILED REPORTS. QUARTERLY REPORT
HS-801 775
THE EFFECTS OF MANDATORY SEAT BELT WEAR-
ING ON THE MORTALITY AND PATTERN OF INJURY
OF CAR OCCUPANTS INVOLVED IN MOTOR VEHI-
CLE CRASHES IN VICTORIA
HS-018 200
MOTORCYCLE
MANDATORY MOTORCYCLE HELMET STATISTICAL
ANALYSIS AND SAFETY STUDY
HS-018 160
MOTORCYCLE HEADLIGHTING RESEARCH. FINAL
REPORT
HS-801 804
MOTORCYCLE TRAUMA
HS-018 201
COMPARISON OF EYE FIXATIONS OF OPERATORS
OF MOTORCYCLES AND AUTOMOBILES
HS-018 264
MOVEMENT
DATA ANALYSIS FOR DRIVER PERFORMANCE STU-
DIES. VOL. 2. A COMPUTER PROGRAM FOR ANALY-
SIS OF EYE MOVEMENT PATTERNS. FINAL REPORT
HS-801 831
MULTIDISCIPLINARY
MULTIDISCIPLINARY ACCIDENT
SUMMARIES. VOL. 6, NO. 8
MULTIDISCIPLINARY ACCIDENT
SUMMARIES. VOL. 6, NO. 5
MULTIDISCIPLINARY ACCIDENT
SUMMARIES. VOL. 6, NO. 4
MULTIDISCIPLINARY ACCIDENT
OKLAHOMA. FINAL REPORT
INVESTIGATION
HS-801 494
INVESTIGATION
HS-801 499
INVESTIGATION
HS-801 501
INVESTIGATION.
HS-801 799
MULTISTOP
THE ELECTRIC MULTISTOP
VEHICLE-FACT OR FANTASY
FLEET DELIVERY
HS-018 148
MUSCLES
FUNCTION OF THE MUSCLES OF THE UPPER LIMB
IN CAR DRIVING. 4. THE PECTORALIS MAJOR, SER-
RATUS ANTERIOR AND LATISSIMUS DORSI
MUSCLES
HS-018 144
NATIONAL
A STATEMENT OF NATIONAL TRANSPORTATION
POLICY BY THE SECRETARY OF TRANSPORTATION,
SEPTEMBER 17, 1975, WASHINGTON, D.C.
HS-018 149
DESCRIPTION AND EVALUATION OF THE NEISS
[NATIONAL ELECTRONIC INJURY SURVEILLANCE
SYSTEM] REPORTING SYSTEM AS RELATED TO
BICYCLE-ASSOCIATED ACCIDENTS. INTERIM RE-
PORT TO BICYCLE MANUFACTURERS ASSOCIATION
HS-018 213
IMPORTANCE OF THE PROBLEM AND SURVEY OF
NATIONAL PRACTICE
HS-018 246
REGULATIONS AND TRANSPORTATION. REPORT OF
THE THIRD WORKSHOP ON NATIONAL TRANSPOR-
TATION PROBLEMS
HS-018 151
THE NATIONAL ELECTRONIC INJURY SURVEIL-
LANCE SYSTEM AND BICYCLE-ASSOCIATED AC-
CIDENTS: FINAL REPORT
HS-018 292
NEISS
DESCRIPTION AND EVALUATION OF THE NEISS
[NATIONAL ELECTRONIC INJURY SURVEILLANCE
74
PORT TO BICYCLE MANUFACTURERS ASSOCIATION
HS-018 213
NHTSA
REVIEW OF STATE AND COMMUNITY HIGHWAY
ALCOHOL SAFETY PROJECTS: A STUDY OF THE
STIMULUS EFFECT OF NHTSA ALCOHOL SAFETY
PROGRAMS. VOL. 1. FINAL REPORT
HS-801 797
REVIEW OF STATE AND COMMUNITY HIGHWAY
ALCOHOL SAFETY PROJECTS: A STUDY OF THE
STIMULUS EFFECT OF NHTSA ALCOHOL SAFETY
PROGRAMS. VOL. 2. FINAL REPORT
HS-801 798
NICKEL
NICKEL-ZINC STORAGE BATTERIES AS ENERGY
SOURCES FOR ELECTRIC VEHICLES
HS-018 178
NOISE
ADVANCED METHOD FOR REDUCTION IN AXLE
GEAR NOISE
HS-018 180
ESTIMATION OF CONTRIBUTED NOISE LEVELS OF
DIESEL ENGINE COMPONENTS FROM VIBRATION
MEASUREMENTS
HS-018 184
VEHICLE NOISE ENFORCEMENT
HS-018 205
NONANTIMONIAL
THERMAL/VOLTAGE RESPONSE CHARACTERISTICS
OF AUTOMOTIVE NONANTIMONIAL LEAD-ACID
BATTERIES
HS-018 286
NUMBER
AN EVALUATION OF THE EFFECTS OF TREAD
DEPTH, PAVEMENT TEXTURE, AND WATER FILM
THICKNESS ON SKID NUMBER-SPEED GRADIENTS
HS-018 204
OBSTACLES
CONCLUSIONS, RECOMMENDATIONS AND FUTURE
WORK [ROADSIDE OBSTACLES]
HS-018 250
ECONOMIC ASPECTS [ROADSIDE OBSTACLES]
HS-018 249
RESEARCH ON ROADSIDE OBSTACLES: ACCIDENT
STUDIES
HS-018 247
RESEARCH ON ROADSIDE OBSTACLES: EXPERI-
MENTAL STUDIES
HS-018 248
ROADSIDE OBSTACLES: THEIR EFFECTS ON THE
FREQUENCY AND SEVERITY OF ACCIDENTS:
DEVELOPMENT AND EVALUATION OF COUNTER-
MEASURES
HS-018 245
OBTAIN
HOW TO OBTAIN THE RIGHT OF WAY: AN EXPERI-
MENTAL ANALYSIS OF BEHAVIOR AT INTERSEC-
TIONS
HS-018 192
HS-018 274
OCCUPANT SURVIVABILITY IN LATERAL COLLI-
SIONS. SUMMARY REPORT. FINAL TECHNICAL RE-
PORT
HS-801 803
OCCUPANT SURVIVABILITY IN LATERAL COLLI-
SIONS. VOL. 1. FINAL TECHNICAL REPORT
HS-801 801
OCCUPANT SURVIVABILITY IN LATERAL COLLI-
SIONS. VOL. 2-APPENDICES. FINAL TECHNICAL RE-
PORT
HS-801 802
SEAT BELT USE LAWS: A SOLUTION TO OCCUPANT
FATALITY AND INJURY REDUCTION
HS-018 225
OCCUPANTS
THE EFFECTS OF MANDATORY SEAT BELT WEAR-
ING ON THE MORTALITY AND PATTERN OF INJURY
OF CAR OCCUPANTS INVOLVED IN MOTOR VEHI-
CLE CRASHES IN VICTORIA
HS-018 200
OKLAHOMA
MULTIDISCIPLINARY ACCIDENT INVESTIGATION.
OKLAHOMA. FINAL REPORT
HS-801 799
OPERATION
THE VARIABLE RATIO MASTER CYLINDER-A
DESCRIPTION OF ITS FUNCTION AND OPERATION
HS-018 267
OPERATORS
COMPARISON OF EYE FIXATIONS OF OPERATORS
OF MOTORCYCLES AND AUTOMOBILES
HS-018 264
OPINIONS
HIGHWAY TRAFFIC SAFETY COMMUNICATION: A
STUDY OF THE OPINIONS OF MASS MEDIA
REPRESENTATIVES IN THE STATE OF MICHIGAN
TOWARD HIGHWAY TRAFFIC SAFETY INFORMA
TIONAL SERVICES
HS-018 24:
ORGANIZATIONS
A BICYCLE SAFETY PROGRAM GUIDELINE FOR
PARENTS ORGANIZATIONS
HS-018 262
ORIENTED
DETERMINING TARGET DRIVERS FOR SPEED-
ORIENTED COUNTERMEASURES
HS-801 814
OWNED
CHARACTERISTICS OF VEHICLES OWNED BY
"DRUNKEN DRIVERS" IN NEW YORK STATE
HS-018 208
PANELS
METHODS FOR DETERMINING UNOBSCURED
AREAS ON INSTRUMENT PANELS
HS-018 234
75
HS-018 293
PARENTS
A BICYCLE SAFETY PROGRAM GUIDELINE FOR
PARENTS ORGANIZATIONS
HS-018 262
PART
HIGHWAY DESIGN FOR MOTOR VEHICLES-A
HISTORICAL REVIEW. PART 4. THE VEHICLE-CAR-
RYING CAPACITY OF THE HIGHWAY
HS-018 244
INVESTIGATION INTO THE DEGREE OF APPLICA-
TION OF THE FREQUENCY PARAMETER AT PART
THROTTLE CONDITION IN GASOLINE ENGINES
HS-018 293
PARTS
WEIGHT REDUCTION OF AUTOMOTIVE PARTS BY
USE OF POLYPROPYLENE
HS-018 181
PASSENGER
THE EFFECT OF BELT MATERIALS ON PER-
FORMANCE OF RADIAL PASSENGER TIRES
HS-018 280
PASSIVE
DEVELOPMENT OF AN AIR BAG-CRUSHABLE DASH-
KNEE BAR PASSIVE RESTRAINT SYSTEM FOR
SMALL CARS. FINAL TECHNICAL REPORT
HS-801 789
DEVELOPMENT OF AN AIR BAG-CRUSHABLE DASH-
KNEE BAR PASSIVE RESTRAINT SYSTEM FOR
SMALL CARS. SUMMARY REPORT
HS-801 819
PASSIVE AND ACTIVE RESTRAINT SYSTEMS-PER-
FORMANCE AND BENEFIT/COST COMPARISON
HS-018 271
PASSIVE VS. ACTIVE [EQUALS] LIFE VS. DEATH
HS-018 272
PATIENT
TRAINING A PATIENT TO DRIVE WITH TELESCOPIC
LENSES
HS-018 199
PATROL
IS THE PROPOSED FEDERAL STANDARD FOR
BRAKES ADEQUATE FOR POLICE PATROL VEHI-
CLES?
HS-018 278
PATTERN
THE EFFECTS OF MANDATORY SEAT BELT WEAR-
ING ON THE MORTALITY AND PATTERN OF INJURY
OF CAR OCCUPANTS INVOLVED IN MOTOR VEHI-
CLE CRASHES IN VICTORIA
HS-018 200
PATTERNS
DATA ANALYSIS FOR DRIVER PERFORMANCE STU-
DIES. VOL. 2. A COMPUTER PROGRAM FOR ANALY-
SIS OF EYE MOVEMENT PATTERNS. FINAL REPORT
HS-801 831
HS-018 204
VEHICLE-PAVEMENT INTERACTION STUDY. FINAL
REPORT
HS-018 190
PAYLOAD
FUEL CONSUMPTION OF TRACTOR-TRAILER
TRUCKS AS AFFECTED BY SPEED LIMIT AND
PAYLOAD WEIGHT. FINAL REPORT
HS-018 189
PDF
DATA ANALYSIS FOR DRIVER PERFORMANCE STU-
DIES. VOL. 1. PDP-8 DATA ACQUISITION SYSTEM
FOR DRIVER SIMULATION LABORATORIES. FINAL
REPORT
HS-801 830
PECTORALIS
FUNCTION OF THE MUSCLES OF THE UPPER LIMB
IN CAR DRIVING. 4. THE PECTORALIS MAJOR, SER-
RATUS ANTERIOR AND LATISSIMUS DORSI
MUSCLES
HS-018 144
PEDESTRIAN
AN EXPERIMENTAL STUDY OF DRIVER AND
PEDESTRIAN INTERACTION DURING THE
CROSSING CONFLICT
HS-018 191
PERFORMANCE
DATA ANALYSIS FOR DRIVER PERFORMANCE STU-
DIES. VOL. 1. PDP-8 DATA ACQUISITION SYSTEM
FOR DRIVER SIMULATION LABORATORIES. FINAL
REPORT
HS-801 830
DATA ANALYSIS FOR DRIVER PERFORMANCE STU-
DIES. VOL. 2. A COMPUTER PROGRAM FOR ANALY-
SIS OF EYE MOVEMENT PATTERNS. FINAL REPORT
HS-801 831
LARGE AND SMALL CAR ACCIDENT PER-
FORMANCE: A LARGE SCALE ACCIDENT DATA
BASE ANALYSIS
HS-018 166
PASSIVE AND ACTIVE RESTRAINT SYSTEMS-PER-
FORMANCE AND BENEFIT/COST COMPARISON
HS-018 271
TEST PROCEDURES AND PERFORMANCE MEA-
SURES SENSITIVE TO AUTOMOBILE STEERING
DYNAMICS
HS-018 212
THE EFFECT OF BELT MATERIALS ON PER-
FORMANCE OF RADIAL PASSENGER TIRES
HS-018 280
THE FUNCTION AND PERFORMANCE OF BETA
ALUMINA IN SODIUM/SULPHUR CELLS
HS-018 266
PERSEPCTTVE
DRINKING-DRIVING AND FATAL CRASHES: A NEW
PERSEPCTIVE
HS-018 197
76
July 3 1,1976
PHASES
A COMPARISON OF ALCOHOL INVOLVEMENT IN
EXPOSED AND INJURED DRIVERS. PHASES 1 AND 2.
FINAL REPORT
HS-801 826
PHILOSOPHICAL
A REVIEW OF PHILOSOPHICAL CONSIDERATIONS
IN THE DEVELOPMENT OF RADAR BRAKE
SYSTEMS
HS-018 161
PHYSIOLOGICAL
THE PHYSIOLOGICAL EFFECTS OF ALCOHOL ON
INDIVIDUALS AND THEIR ABILITY TO DRIVE AN
AUTOMOBILE
HS-018 240
PLASTIC
WEIGHT SAVING APPROACHES THROUGH THE USE
OF FIBER GLASS-REINFORCED PLASTIC
HS-018 182
PLATE
1976 LICENSE PLATE DISPLAY REQUIREMENTS
HS-018 187
PLATES
REFLECTORIZED LICENSE PLATES: A REVIEW AND
ANALYSIS OF RESEARCH, TECHNICAL DATA AND
DOCUMENTATION RELATED TO THEIR USE
HS-018 295
PLATINUM
PLATINUM FILM TEMPERATURE SENSORS
HS-018 232
PLY
RADIAL PLY TIRES-HOW DIFFERENT ARE THEY IN
THE LOW LATERAL ACCELERATION REGIME
HS-018 279
POLE
THE EPIDEMIOLOGY OF POLE CRASHES
HS-018 193
POLICE
DEVELOPMENT OF POLICE CAR BRAKE STAN-
DARDS
HS-018 276
IS THE PROPOSED FEDERAL STANDARD FOR
BRAKES ADEQUATE FOR POLICE PATROL VEHI-
CLES?
HS-018 278
POLICY
A STATEMENT OF NATIONAL TRANSPORTATION
POLICY BY THE SECRETARY OF TRANSPORTATION,
SEPTEMBER 17, 1975, WASHINGTON, D.C.
HS-018 149
POTENTIAL
POTENTIAL FOR FLEXICAB SERVICES: INNOVA-
TIVE USES OF TAXIS AND JITNEYS FOR PUBLIC
TRANSPORTATION. FINAL REPORT
HS-018 216
POWDER
THE IMPACT OF THE ENERGY AND MATERIALS
RESOURCE PROBLEMS ON POWDER METALLURGY
HS-018 164
POWER
ELECTRICAL PROPULSION SYSTEMS FOR BATTERY
DRIVEN ROAD VEHICLES WITH HYDRODYNAMIC
TRANSMISSION OF POWER
HS-018 227
HYDRAULIC POWER BRAKE BOOSTER FOR SMALL
CARS
HS-018 269
PRACTICE
IMPORTANCE OF THE PROBLEM AND SURVEY OF
NATIONAL PRACTICE
HS-018 246
PRESSURE
BEAD CONTACT PRESSURE MEASUREMENTS AT
THE TIRE-RIM INTERFACE
HS-018 287
PREVENTION
ROAD USER BEHAVIOUR AND TRAFFIC SAFETY:
TOWARD A RATIONAL STRATEGY OF ACCIDENT
PREVENTION
HS-018 188
PROBE
HOW THEY'RE USING ON-BOARD CRASH RECOR-
DERS TO PROBE PUZZLING QUESTIONS ABOUT
CAR SAFETY
HS-018 186
PROCEDURES
HANDLING TEST PROCEDURES FOR LIGHT
TRUCKS, VANS, AND RECREATIONAL VEHICLES
FINAL REPORT
HS-801 824
HANDLING TEST PROCEDURES FOR LIGHT
TRUCKS, VANS, AND RECREATIONAL VEHICLES--
SUMMARY REPORT. FINAL REPORT
HS-801 825
TEST PROCEDURES AND PERFORMANCE MEA-
SURES SENSITIVE TO AUTOMOBILE STEERING
DYNAMICS
HS-018 212
POSITION
STUDY ON JAPANESE DRIVER EYE POSITION
PROJECTS
REVIEW OF STATE AND COMMUNITY HIGHWAY
ALCOHOL SAFETY PROJECTS: A STUDY OF THE
STIMULUS EFFECT OF NHTSA ALCOHOL SAFETY
PROGRAMS. VOL. 1. FINAL REPORT
HS-801 797
HSL 76-(
REVIEW OF STATE AND COMMUNITY HIGHWAY
ALCOHOL SAFETY PROJECTS: A STUDY OF THE
STIMULUS EFFECT OF NHTSA ALCOHOL SAFETY
PROGRAMS. VOL. 2. FINAL REPORT
HS-801 798
PROPAGANDA
DRINK-DRIVING PROPAGANDA IN SYDNEY, AUS-
TRALIA: EVALUATION OF FIRST STAGE, INFORMA-
TION CAMPAIGN
HS-018 142
PROPULSION
ELECTRICAL PROPULSION SYSTEMS FOR BATTERY
DRIVEN ROAD VEHICLES WITH HYDRODYNAMIC
TRANSMISSION OF POWER
HS-018 227
PROSECUTION
ALCOHOL AND DRIVING: A SURVEY OF PROSECU-
TION AND DEFENSE ALCOHOL ESTIMATIONS
HS-018 1%
PROTECTION
OCCUPANT PROTECTION... BACK TO THE BASICS
HS-018 274
PROTOTYPE
EMERGENCY MEDICAL SERVICES PROGRAM AD-
MINISTRATION PROTOTYPE CURRICULUM. CUR-
RICULUM GUIDE
HS-801 821
PSYCHOMOTOR
EFFECT OF TRICYCLIC ANTIDEPRESSANTS AND
ALCOHOL ON PSYCHOMOTOR SKILLS RELATED TO
DRIVING
HS-018 252
PUBLIC
POTENTIAL FOR FLEXICAB SERVICES: INNOVA-
TIVE USES OF TAXIS AND JITNEYS FOR PUBLIC
TRANSPORTATION. FINAL REPORT
HS-018 216
PULL
TIRE INDUCED STEERING PULL
HS-018 281
PUZZLING
HOW THEY'RE USING ON-BOARD CRASH RECOR-
DERS TO PROBE PUZZLING QUESTIONS ABOUT
CAR SAFETY
HS-018 186
QUALITY
LIMITS OF RIDE QUALITY THROUGH CAB ISOLA-
TION
HS-018 222
RADAR
A REVIEW OF PHILOSOPHICAL CONSIDERATIONS
IN THE DEVELOPMENT OF RADAR BRAKE
SYSTEMS
HS-018 161
DUAL-MODE AUTOMOBILE COLLISION AVOIDANCE
RADAR
HS-018 162
RADIAL
RADIAL PLY TIRES-HOW DIFFERENT ARE THEY :
THE LOW LATERAL ACCELERATION REGIME
HS-018 2
ROUGHNESS IN STEEL-BELTED RADIAL TIRE,
MEASUREMENT AND ANALYSIS
HS-018 1
THE EFFECT OF BELT MATERIALS ON PE
FORMANCE OF RADIAL PASSENGER TIRES
HS-018 ;
RANGE
FERROUS FOUNDRY INDUSTRY LONG-RANGE OT.
LOOK FOR RAW MATERIALS
HS-018 ]
RAPID
RAPID RESPONSE SYSTEM TO GENERA'
HIGHWAY CRASH DATA. FINAL REPORT
HS-801 '
RATIO
THE VARIABLE RATIO MASTER CYLINDER
DESCRIPTION OF ITS FUNCTION AND OPERATIC*
HS-018 :
RATIONAL
ROAD USER BEHAVIOUR AND TRAFFIC SAFE!
TOWARD A RATIONAL STRATEGY OF ACCIDE:
PREVENTION
HS-018
RAW
FERROUS FOUNDRY INDUSTRY LONG-RANGE Ol
LOOK FOR RAW MATERIALS
HS-018
RE
HOW THEY'RE USING ON-BOARD CRASH RECC
DERS TO PROBE PUZZLING QUESTIONS ABO
CAR SAFETY
HS-018
RECALL
MOTOR VEHICLE SAFETY DEFECT RECALL CA
PAIGNS. JULY 1, 1975 TO SEPTEMBER 30, IS
DETAILED REPORTS. QUARTERLY REPORT
HS-801
RECOMMENDATIONS
CONCLUSIONS, RECOMMENDATIONS AND FUTU
WORK [ROADSIDE OBSTACLES]
HS-018
RECORDERS
HOW THEY'RE USING ON-BOARD CRASH REC(
DERS TO PROBE PUZZLING QUESTIONS ABO
CAR SAFETY
HS-018
RECREATIONAL
HANDLING TEST PROCEDURES FOR LIG
TRUCKS, VANS, AND RECREATIONAL VEHICL
FINAL REPORT
HS-801
HANDLING TEST PROCEDURES FOR LIG
TRUCKS, VANS, AND RECREATIONAL VEHICLI
July 31, 1976
REDUCTIONS
A METHOD FOR ESTIMATING MILEAGE IMPROVE-
MENT AND EMISSION REDUCTIONS ACHIEVABLE
BY HYBRID-ELECTRIC VEHICLES
HS-018 228
REFERENCES
TRANSPORTATION FOR
SELECTED REFERENCES
THE HANDICAPPED.
HS-018 158
REFLECTORIZED
REFLECTORIZED LICENSE PLATES: A REVIEW AND
ANALYSIS OF RESEARCH, TECHNICAL DATA AND
DOCUMENTATION RELATED TO THEIR USE
HS-018 295
REGIME
RADIAL PLY TIRES-HOW DIFFERENT ARE THEY IN
THE LOW LATERAL ACCELERATION REGIME
HS-018 279
REGULATIONS
REGULATIONS AND TRANSPORTATION. REPORT OF
THE THIRD WORKSHOP ON NATIONAL TRANSPOR-
TATION PROBLEMS
HS-018 151
REINFORCED
WEIGHT SAVING APPROACHES THROUGH THE USE
OF FIBER GLASS-REINFORCED PLASTIC
HS-018 182
RELATIONSHIPS
AN ANALYSIS OF THE RELATIONSHIPS BETWEEN
THE RENEWAL RULES TESTS AND THE ACCIDENT
AND VIOLATION HISTORIES
HS-018 210
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. RELATIONSHIPS BETWEEN LOSSES
AND VEHICLE BODY STYLE. 1974 AND 1975 MODELS
HS-018 138
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. RELATIONSHIPS BETWEEN LOSSES
AND VEHICLE DENSITY. 1974 AND 1975 MODELS
HS-018 139
SINGLE VEHICLE ACCIDENT RELATIONSHIPS
HS-018 155
RENEWAL
AN ANALYSIS OF THE RELATIONSHIPS BETWEEN
THE RENEWAL RULES TESTS AND THE ACCIDENT
AND VIOLATION HISTORIES
HS-018 210
REPEATABILITY
DETERMINATION OF RESTRAINT EFFECTIVENESS.
AIRBAG CRASH TEST REPEATABILITY
HS-018 275
REPRESENTATIVES
HIGHWAY TRAFFIC SAFETY COMMUNICATION: A
STUDY OF THE OPINIONS OF MASS MEDIA
REPRESENTATIVES IN THE STATE OF MICHIGAN
TOWARD HIGHWAY TRAFFIC SAFETY INFORMA-
TIONAL SERVICES
HS-018 241
RESOURCE
THE IMPACT OF THE ENERGY AND MATERIALS
RESOURCE PROBLEMS ON POWDER METALLURGY
HS-018 164
RESPONSE
RAPID RESPONSE SYSTEM TO GENERATE
HIGHWAY CRASH DATA. FINAL REPORT
HS-801 796
THERMAL/VOLTAGE RESPONSE CHARACTERISTICS
OF AUTOMOTIVE NONANTIMONIAL LEAD-ACID
BATTERIES
HS-018 286
RESTRAINT
CHILD RESTRAINT LATERAL IMPACT TESTS. FINAL
REPORT
HS-801 788
DETERMINATION OF RESTRAINT EFFECTIVENESS.
AIRBAG CRASH TEST REPEATABILITY
HS-018 275
DEVELOPMENT OF AN AIR BAG-CRUSHABLE DASH-
KNEE BAR PASSIVE RESTRAINT SYSTEM FOR
SMALL CARS. FINAL TECHNICAL REPORT
HS-801 789
DEVELOPMENT OF AN AIR BAG-CRUSHABLE DASH-
KNEE BAR PASSIVE RESTRAINT SYSTEM FOR
SMALL CARS. SUMMARY REPORT
HS-801 819
PASSIVE AND ACTIVE RESTRAINT SYSTEMS-PER-
FORMANCE AND BENEFIT/COST COMPARISON
HS-018 271
RETARDER/FOUNDATION
AN INVESTIGATION OF INTEGRATED RE-
TARDER/FOUNDATION BRAKE SYSTEMS FOR COM-
MERCIAL VEHICLES
HS-018 170
RIDE
HUMAN VIBRATION TOLERANCE CRITERIA AND
APPLICATIONS TO RIDE EVALUATION
HS-018 223
LIMITS OF RIDE QUALITY THROUGH CAB ISOLA-
TION
HS-018 222
RIGHT
HOW TO OBTAIN THE RIGHT OF WAY: AN EXPERI-
MENTAL ANALYSIS OF BEHAVIOR AT INTERSEC-
TIONS
HS-018 192
RIM
BEAD CONTACT PRESSURE MEASUREMENTS AT
THE TIRE-RIM INTERFACE
HS-018 287
ROADSIDE
CONCLUSIONS, RECOMMENDATIONS AND FUTURE
WORK [ROADSIDE OBSTACLES]
HS-018 250
RESEARCH ON ROADSIDE OBSTACLES: ACCIDENT
AJN1J SfcVbKlTY UF AUULUJiJN 15:
DEVELOPMENT AND EVALUATION OF COUNTER-
MEASURES
HS-018 245
ROLL
AN ALTERNATIVE TO THE ROLL AXIS FOR USE IN
COMMERCIAL VEHICLE SIMULATION
HS-018 258
ROUGHNESS
ROUGHNESS IN STEEL-BELTED RADIAL TIRES-
MEASUREMENT AND ANALYSIS
HS-018 285
RSV
RESEARCH SAFETY VEHICLE. PHASE 2. (RSV)
PROGRESS REPORT NO. 3, NOVEMBER 17, 1975 TO
JANUARY 16, 1976
HS-801 822
RESEARCH SAFETY VEHICLES (RSV). PHASE 2.
THIRD STATUS REPORT
HS-801 815
RULES
AN ANALYSIS OF THE RELATIONSHIPS BETWEEN
THE RENEWAL RULES TESTS AND THE ACCIDENT
AND VIOLATION HISTORIES
HS-018 210
RV
HOW SAFE IS YOUR RV?
SAFE
HOW SAFE IS YOUR RV?
HS-018 152
HS-018 152
SAVING
WEIGHT SAVING APPROACHES THROUGH THE USE
OF FIBER GLASS-REINFORCED PLASTIC
HS-018 182
SCALE
LARGE AND SMALL CAR ACCIDENT PER-
FORMANCE: A LARGE SCALE ACCIDENT DATA
BASE ANALYSIS
HS-018 166
SCHOOL
EMERGENCY MEDICAL TECHNICIAN (EMT-A)
TRAINING IN A MEDICAL SCHOOL ENVIRONMENT
HS-018 202
SCREENING
A SELF-ADMINISTERED SHORT MICHIGAN AL-
COHOLISM SCREENING TEST (SMAST)
HS-018 153
SEAL
SURE-SEAL ENVIRONMENTAL CONNECTORS FOR
AUTOMOTIVE ELECTRONICS
HS-018 172
SEAT BELT USE LAWS: A SOLUTION TO OCCUPANT
FATALITY AND INJURY REDUCTION
HS-018 225
SEAT BELTS: CHANGING USAGE BY CHANGING BE-
LIEFS
HS-018 198
THE EFFECTS OF MANDATORY SEAT BELT WEAR-
ING ON THE MORTALITY AND PATTERN OF INJURY
OF CAR OCCUPANTS INVOLVED IN MOTOR VEHI-
CLE CRASHES IN VICTORIA
HS-018 200
SECOND
A RESEARCH DESIGN TO COLLECT DATA FOR A
SECOND GENERATION EYELLIPSE
HS-018 263
SELF
A SELF-ADMINISTERED SHORT MICHIGAN AL-
COHOLISM SCREENING TEST (SMAST)
HS-018 153
EVALUATION OF SELF-CONTAINED
ANTHROPOMORPHIC DUMMY DATA ACQUISITION
SYSTEM. FINAL REPORT
HS-801 827
SENSITIVE
TEST PROCEDURES AND PERFORMANCE MEA-
SURES SENSITIVE TO AUTOMOBILE STEERING
DYNAMICS
HS-018 212
SENSOR
CERAMIC ASPECTS OF THE BOSCH LAMBDA-SEN-
SOR
HS-018 230
SENSORS
AUTOMOTIVE EXHAUST SENSORS USING TITANIA
CERAMIC
HS-018 231
PLATINUM FILM TEMPERATURE SENSORS
HS-018 232
SERIES
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. VARIATIONS BY MAKE AND SERIES.
1974 MODELS DURING THEIR FIRST TWO YEARS
HS-018 140
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. VARIATIONS BY MAKE AND SERIES.
1973 MODELS DURING THEIR FIRST THREE YEARS
HS-018 141
SERRATUS
FUNCTION OF THE MUSCLES OF THE UPPER LIMB
IN CAR DRIVING. 4. THE PECTORALIS MAJOR, SER-
RATUS ANTERIOR AND LATISSIMUS DORSI
MUSCLES
HS-018 144
80
j uiy o L ,
SEVERITY
ROADSIDE OBSTACLES: THEIR EFFECTS ON THE
FREQUENCY AND SEVERITY OF ACCIDENTS:
DEVELOPMENT AND EVALUATION OF COUNTER-
MEASURES
HS-018 245
SHIPMENTS
CHARACTERISTICS OF HAZARDOUS CARGO SHIP-
MENTS ON VIRGINIA HIGHWAYS
HS-018 218
SHOCK
DETERMINING HIGHWAY SHOCK INDEX
HS-018 220
SHORT
A SELF-ADMINISTERED SHORT MICHIGAN AL-
COHOLISM SCREENING TEST (SMAST)
HS-018 153
SHORTAGES
THE IMMEDIATE IMPACT OF GASOLINE
SHORTAGES ON URBAN TRAVEL BEHAVIOR. FINAL
REPORT
HS-018 215
SIGNIFICANT
THERMOPLASTICS PRODUCE SIGNIFICANT WEIGHT
REDUCTION IN AUTOMOTIVE APPLICATIONS
HS-018 183
SIMULATING
A SIMPLE METHOD FOR SIMULATING DANGER-RE-
LATED ASPECTS OF BEHAVIOR IN HAZARDOUS AC-
TIVITIES
HS-018 143
SIMULATION
AN ALTERNATIVE TO THE ROLL AXIS FOR USE IN
COMMERCIAL VEHICLE SIMULATION
HS-018 258
DATA ANALYSIS FOR DRIVER PERFORMANCE STU-
DIES. VOL. 1. PDP-8 DATA ACQUISITION SYSTEM
FOR DRIVER SIMULATION LABORATORIES. FINAL
: REPORT
HS-801 830
SIMULATORS
COMPARISON OF HUMAN DRIVER DYNAMICS IN
AN AUTOMOBILE ON THE ROAD WITH THOSE IN
SIMULATORS HAVING COMPLEX AND SIMPLE
VISUAL DISPLAYS
HS-018 211
SINGLE
CHARACTERISTICS OF TRUCK IN SINGLE AND
TWO-VEHICLE FATAL CRASHES. FINAL REPORT
HS-801 812
SINGLE VEHICLE ACCIDENT RELATIONSHIPS
HS-018 155
SKID
AN EVALUATION OF THE EFFECTS OF TREAD
DEPTH, PAVEMENT TEXTURE, AND WATER FILM
THICKNESS ON SKID NUMBER-SPEED GRADIENTS
HS-018 204
BRAKE FLUE) FUNCTIONABILITY IN CONVEN-
TIONAL AND ANTI-SKID SYSTEMS IN ARCTIC CON-
DITIONS
HS-018 268
SKILLS
EFFECT OF TRICYCLIC ANTIDEPRESSANTS AND
ALCOHOL ON PSYCHOMOTOR SKILLS RELATED TO
DRIVING
HS-018 252
SMAST
A SELF-ADMINISTERED SHORT MICHIGAN AL-
COHOLISM SCREENING TEST (SMAST)
HS-018 153
SNOWMOBILES
SNOWMOBILES. STILL ON THIN ICE
HS-018 203
SODIUM
AN OVERVIEW OF THE SODIUM-SULFUR BATTERY
HS-018 179
SODIUM/SULPHUR
THE FUNCTION AND PERFORMANCE OF BETA
ALUMINA IN SODIUM/SULPHUR CELLS
HS-018 266
SOLUTION
SEAT BELT USE LAWS: A SOLUTION TO OCCUPANT
FATALITY AND INJURY REDUCTION
HS-018 225
SPEED
AN EVALUATION OF THE EFFECTS OF TREAD
DEPTH, PAVEMENT TEXTURE, AND WATER FILM
THICKNESS ON SKID NUMBER-SPEED GRADIENTS
HS-018 204
DETERMINING TARGET DRIVERS FOR SPEED-
ORIENTED COUNTERMEASURES
HS-801 814
FUEL CONSUMPTION OF TRACTOR-TRAILER
TRUCKS AS AFFECTED BY SPEED LIMIT AND
PAYLOAD WEIGHT. FINAL REPORT
HS-018 189
THE 55 MPH SPEED LIMIT: A COST/BENEFIT ANAL-
YSIS
HS-018 156
STAGE
DRINK-DRIVING PROPAGANDA IN SYDNEY, AUS-
TRALIA: EVALUATION OF FIRST STAGE, INFORMA-
TION CAMPAIGN
HS-018 142
STANDARDS
DEVELOPMENT OF POLICE CAR BRAKE STAN-
DARDS
HS-018 276
STATISTICAL
MANDATORY MOTORCYCLE HELMET STATISTICAL
ANALYSIS AND SAFETY STUDY
HS-018 160
STEEL
ROUGHNESS IN STEEL-BELTED RADIAL TIRES-
MEASUREMENT AND ANALYSIS
HSL 76-07
STEER
THE DESIGN OF A 4 WHEEL STEER-4 WHEEL
HYDROSTATIC DRIVE ALL-TERRAIN VEHICLE FOR
REV-74
HS-018 175
STEERING
TEST PROCEDURES AND PERFORMANCE MEA-
SURES SENSITIVE TO AUTOMOBILE STEERING
DYNAMICS
HS-018 212
TIRE INDUCED STEERING PULL
HS-018 281
STEPPED
STEPPED BORE MASTER CYLINDER-A WAY OF IM-
PROVING DUAL BRAKE SYSTEMS
HS-018 270
STILL
SNOWMOBILES. STILL ON THIN ICE
HS-018 203
STIMULUS
REVIEW OF STATE AND COMMUNITY HIGHWAY
ALCOHOL SAFETY PROJECTS: A STUDY OF THE
STIMULUS EFFECT OF NHTSA ALCOHOL SAFETY
PROGRAMS. VOL. 1. FINAL REPORT
HS-801 797
REVIEW OF STATE AND COMMUNITY HIGHWAY
ALCOHOL SAFETY PROJECTS: A STUDY OF THE
STIMULUS EFFECT OF NHTSA ALCOHOL SAFETY
PROGRAMS. VOL. 2. FINAL REPORT
HS-801 798
STORAGE
NICKEL-ZINC STORAGE BATTERIES AS ENERGY
SOURCES FOR ELECTRIC VEHICLES
HS-018 178
STRATEGIES
LOCATING DETECTORS FOR ADVANCED TRAFFIC
CONTROL STRATEGIES. HANDBOOK. INTERIM RE-
PORT
HS-018 253
STRATEGY
ROAD USER BEHAVIOUR AND TRAFFIC SAFETY:
TOWARD A RATIONAL STRATEGY OF ACCIDENT
PREVENTION
HS-018 188
STYLE
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. RELATIONSHIPS BETWEEN LOSSES
AND VEHICLE BODY STYLE. 1974 AND 1975 MODELS
HS-018 138
STYLING
STYLING VS. SAFETY: THE AMERICAN AUTOMO-
BILE INDUSTRY AND THE DEVELOPMENT OF AU-
TOMOTIVE SAFETY, 1900-1966
HS-018 239
SULFUR
AN OVERVIEW OF THE SODIUM-SULFUR BATTERY
HS-018 179
SURE
SURE-SEAL ENVIRONMENTAL CONNECTORS FOR
AUTOMOTIVE ELECTRONICS
HS-018 172
SURVEILLANCE
DESCRIPTION AND EVALUATION OF THE NEISS
[NATIONAL ELECTRONIC INJURY SURVEILLANCE
SYSTEM] REPORTING SYSTEM AS RELATED TO
BICYCLE-ASSOCIATED ACCIDENTS. INTERIM RE-
PORT TO BICYCLE MANUFACTURERS ASSOCIATION
HS-018 213
THE NATIONAL ELECTRONIC INJURY SURVEIL-
LANCE SYSTEM AND BICYCLE-ASSOCIATED AC-
CIDENTS: FINAL REPORT
HS-018 292
SURVTVABBLrTY
OCCUPANT SURVIVABILITY IN LATERAL COLLI-
SIONS. VOL. 1. FINAL TECHNICAL REPORT
HS-801 801
OCCUPANT SURVIVABILITY IN LATERAL COLLI-
SIONS. VOL. 2-APPENDICES. FINAL TECHNICAL RE-
PORT
HS-801 802
OCCUPANT SURVIVABILITY IN LATERAL COLLI-
SIONS. SUMMARY REPORT. FINAL TECHNICAL RE-
PORT
HS-801 803
SUSPENSION
REV-74-THE UNIVERSITY OF CINCINNATI ATV
WITH INDEPENDENT SUSPENSION
HS-018 174
SYDNEY
DRINK-DRIVING PROPAGANDA IN SYDNEY, AUS-
TRALIA: EVALUATION OF FIRST STAGE, INFORMA-
TION CAMPAIGN
HS-018 142
SYMPOSIUM
SYMPOSIUM ON EFFECTIVE HIGHWAY SAFETY AD-
JUDICATION. VOL. 1. FINAL REPORT
HS-801 779
SYMPOSIUM ON EFFECTIVE HIGHWAY SAFETY AD-
JUDICATION. VOL. 2. FINAL REPORT
HS-801 780
TARGET
DETERMINING TARGET DRIVERS FOR SPEED-
ORIENTED COUNTERMEASURES
HS-801 814
TAXIS
POTENTIAL FOR FLEXICAB SERVICES: INNOVA-
TIVE USES OF TAXIS AND JITNEYS FOR PUBLIC
TRANSPORTATION. FINAL REPORT
TJO_fl1Q IK
U1AJN S AM C U LAIN L.E.
HS-018 238
TELESCOPIC
TRAINING A PATIENT TO DRIVE WITH TELESCOPIC
LENSES
HS-018 199
TEMPERATURE
PLATINUM FILM TEMPERATURE SENSORS
HS-018 232
TEMPERATURES
EFFECTS OF UNDER-THE-HOOD TEMPERATURES
ON ELECTRONIC IGNITION SYSTEMS
HS-018 221
TERRAIN
HYDROSTATIC DRIVE ALL TERRAIN VEHICLE
HS-018 177
THE DESIGN OF A 4 WHEEL STEER-4 WHEEL
HYDROSTATIC DRIVE ALL-TERRAIN VEHICLE FOR
REV-74
HS-018 175
TESTING
THE DESIGN AND TESTING OF A COMPLETELY
WATERPROOF ELECTRICAL CONNECTOR FOR AU-
TOMOTIVE USE
HS-018 171
TEXAS
SOME CHARACTERISTICS OF LIGHT-TRUCK AC-
CIDENTS IN TEXAS. FINAL REPORT
HS-018 294
TEXTURE
AN EVALUATION OF THE EFFECTS OF TREAD
DEPTH, PAVEMENT TEXTURE, AND WATER FILM
THICKNESS ON SKID NUMBER-SPEED GRADIENTS
HS-018 204
THERMAL/VOLTAGE
THERMAL/VOLTAGE RESPONSE CHARACTERISTICS
OF AUTOMOTIVE NONANTIMONIAL LEAD-ACID
BATTERIES
HS-018 286
THERMOPLASTICS
THERMOPLASTICS PRODUCE SIGNIFICANT WEIGHT
REDUCTION IN AUTOMOTIVE APPLICATIONS
HS-018 183
THICKNESS
AN EVALUATION OF THE EFFECTS OF TREAD
DEPTH, PAVEMENT TEXTURE, AND WATER FILM
THICKNESS ON SKID NUMBER-SPEED GRADIENTS
HS-018 204
THIN
SNOWMOBILES. STILL ON THIN ICE
HS-018 203
THIRD
REGULATIONS AND TRANSPORTATION. REPORT OF
THE THIRD WORKSHOP ON NATIONAL TRANSPOR-
TATION PROBLEMS
HS-018 151
JHS-8U1 8O
THROTTLE
INVESTIGATION INTO THE DEGREE OF APPLICA-
TION OF THE FREQUENCY PARAMETER AT PART
THROTTLE CONDITION IN GASOLINE ENGINES
HS-018 293
TIRE
BEAD CONTACT PRESSURE MEASUREMENTS AT
THE TIRE-RIM INTERFACE
HS-018 287
DETERMINATION OF TIRE CHARACTERISTICS
FROM VEHICLE BEHAVIOR
HS-018 229
TIRE INDUCED STEERING PULL
HS-018 281
TIRES
RADIAL PLY TIRES-HOW DIFFERENT ARE THEY IN
THE LOW LATERAL ACCELERATION REGIME
HS-018 279
ROUGHNESS IN STEEL-BELTED RADIAL TIRES-
MEASUREMENT AND ANALYSIS
HS-018 285
THE EFFECT OF BELT MATERIALS ON PER-
FORMANCE OF RADIAL PASSENGER TIRES
HS-018 280
TITANIA
AUTOMOTIVE EXHAUST SENSORS USING TITANIA
CERAMIC
HS-018 231
TOLERANCE
HUMAN VIBRATION TOLERANCE CRITERIA AND
APPLICATIONS TO RIDE EVALUATION
HS-018 223
TRACTOR
FUEL CONSUMPTION OF TRACTOR-TRAILER
TRUCKS AS AFFECTED BY SPEED LIMIT AND
PAYLOAD WEIGHT. FINAL REPORT
HS-018 189
TRAFTIC
ADMINISTRATIVE ADJUDICATION OF TRAFFIC IN-
FRACTIONS. HIGHWAY SAFETY ACT OF 1973
(SECTION 222) [ANNUAL REPORT NO. 1]
HS-801 820
AN EVALUATION OF STATE TRAFFIC SAFETY IN-
FORMATION AND EDUCATION PROGRAMS
HS-018 207
FACTORS CONTRIBUTING TO THE REDUCTION OF
MOTOR VEHICLE TRAFFIC FATALITIES (JANUARY-
APRIL 1974 VS JANUARY-APRIL 1973)
HS-018 194
FACTORS CONTRIBUTING TO THE REDUCTION OF
MOTOR VEHICLE TRAFFIC FATALITIES (MAY-AU-
GUST 1974 VS MAY-AUGUST 1973)
HS-018 195
HIGHWAY TRAFFIC SAFETY COMMUNICATION: A
STUDY OF THE OPINIONS OF MASS MEDIA
REPRESENTATIVES IN THE STATE OF MICHIGAN
83
TOWARD HIGHWAY TRAFFIC SAFETY INFORMA-
TIONAL SERVICES
HS-018 241
LOCATING DETECTORS FOR ADVANCED TRAFFIC
CONTROL STRATEGIES. HANDBOOK. INTERIM RE-
PORT
HS-018 253
ROAD USER BEHAVIOUR AND TRAFFIC SAFETY:
TOWARD A RATIONAL STRATEGY OF ACCIDENT
PREVENTION
HS-018 188
THE EVALUATION OF THE NORTH CAROLINA K-9
TRAFFIC SAFETY CURRICULUM
HS-018 291
TRAILER
FUEL CONSUMPTION OF TRACTOR-TRAILER
TRUCKS AS AFFECTED BY SPEED LIMIT AND
PAYLOAD WEIGHT. FINAL REPORT
HS-018 189
TRAINING
DRIVERS IN FATAL CRASHES WITH AND WITHOUT
DRIVER TRAINING
HS-801 813
EMERGENCY MEDICAL TECHNICIAN (EMT-A)
TRAINING IN A MEDICAL SCHOOL ENVIRONMENT
HS-018 202
TRAINING A PATIENT TO DRIVE WITH TELESCOPIC
LENSES
HS-018 199
TRAINING OF EMERGENCY MEDICAL TECHNI-
CIANS-AMBULANCE
HS-018 238
TRANSMISSION
ELECTRICAL PROPULSION SYSTEMS FOR BATTERY
DRIVEN ROAD VEHICLES WITH HYDRODYNAMIC
TRANSMISSION OF POWER
HS-018 227
TRANSPORTATION
A STATEMENT OF NATIONAL TRANSPORTATION
POLICY BY THE SECRETARY OF TRANSPORTATION,
SEPTEMBER 17, 1975, WASHINGTON, D.C.
HS-018 149
CHEMICAL TRANSPORTATION EMERGENCY
CENTER
HS-018 219
HAZARDOUS MATERIALS TRANSPORTATION AND
HIGHWAY MAINTENANCE
HS-018 217
POTENTIAL FOR FLEXICAB SERVICES: INNOVA-
TIVE USES OF TAXIS AND JITNEYS FOR PUBLIC
TRANSPORTATION. FINAL REPORT
HS-018 216
REGULATIONS AND TRANSPORTATION. REPORT OF
THE THIRD WORKSHOP ON NATIONAL TRANSPOR-
TATION PROBLEMS
HS-018 151
SAFETY IN URBAN MASS TRANSPORTATION:
GUIDELINES MANUAL
HS-018 237
SAFETY IN URBAN MASS TRANSPORTATION:
RESEARCH REPORT. SUMMARY
HS-018 236
TRANSPORTATION FIRE HAZARDS
HS-018 243
TRANSPORTATION FOR THE HANDICAPPED.
SELECTED REFERENCES
HS-018 158
TRAUMA
MOTORCYCLE TRAUMA
HS-018 201
TRAVEL
THE IMMEDIATE IMPACT OF GASOLINE
SHORTAGES ON URBAN TRAVEL BEHAVIOR. FINAL
REPORT
HS-018 215
TREAD
AN EVALUATION OF THE EFFECTS OF TREAD
DEPTH, PAVEMENT TEXTURE, AND WATER FILM
THICKNESS ON SKID NUMBER-SPEED GRADIENTS
HS-018 204
TRENDS
BICYCLE-MOTOR VEHICLE ACCIDENT TRENDS IN
THE CITY OF MILWAUKEE. 1971-1973
HS-018 206
TRICYCLIC
EFFECT OF TRICYCLIC ANTIDEPRESSANTS AND
ALCOHOL ON PSYCHOMOTOR SKILLS RELATED TO
DRIVING
HS-018 252
TRUCK
CHARACTERISTICS OF TRUCK IN SINGLE AND
TWO-VEHICLE FATAL CRASHES. FINAL REPORT
HS-801 812
SOME CHARACTERISTICS OF LIGHT-TRUCK AC-
CIDENTS IN TEXAS. FINAL REPORT
HS-018 294
TRUCKS
FUEL CONSUMPTION OF TRACTOR-TRAILER
TRUCKS AS AFFECTED BY SPEED LIMIT AND
PAYLOAD WEIGHT. FINAL REPORT
HS-018 189
HANDLING TEST PROCEDURES FOR LIGHT
TRUCKS, VANS, AND RECREATIONAL VEHICLES.
FINAL REPORT
HS-801 824
HANDLING TEST PROCEDURES FOR LIGHT
TRUCKS, VANS, AND RECREATIONAL VEHICLES-
SUMMARY REPORT. FINAL REPORT
HS-801 825
UNITS
VEHICLE TO VEHICLE COLLISIONS UTILIZING
ENERGY ABSORBING UNITS
HS-018 165
UNIVERSITY
ARIZONA STATE UNIVERSITY'S DESIGN APPROACH
TO THE REV 74 COMPETITION
HS-018 176
UNOBSCURED
METHODS FOR DETERMINING
AREAS ON INSTRUMENT PANELS
UNOBSCURED
HS-018 234
UPPER
FUNCTION OF THE MUSCLES OF THE UPPER LIMB
IN CAR DRIVING. 4. THE PECTORALIS MAJOR, SER-
RATUS ANTERIOR AND LATISSIMUS DORSI
MUSCLES
HS-018 144
URBAN
SAFETY IN URBAN MASS TRANSPORTATION:
GUIDELINES MANUAL
HS-018 237
SAFETY IN URBAN MASS TRANSPORTATION:
RESEARCH REPORT. SUMMARY
HS-018 236
THE IMMEDIATE IMPACT OF GASOLINE
SHORTAGES ON URBAN TRAVEL BEHAVIOR. FINAL
REPORT
HS-018 215
USAGE
SEAT BELTS: CHANGING USAGE BY CHANGING BE-
LIEFS
HS-018 198
USER
ROAD USER BEHAVIOUR AND TRAFFIC SAFETY:
TOWARD A RATIONAL STRATEGY OF ACCIDENT
PREVENTION
HS-018 188
USES
POTENTIAL FOR FLEXICAB SERVICES: INNOVA-
TIVE USES OF TAXIS AND JITNEYS FOR PUBLIC
TRANSPORTATION. FINAL REPORT
HS-018 216
VANS
HANDLING TEST PROCEDURES FOR LIGHT
TRUCKS, VANS, AND RECREATIONAL VEHICLES.
FINAL REPORT
HS-801 824
HANDLING TEST PROCEDURES FOR LIGHT
TRUCKS, VANS, AND RECREATIONAL VEHICLES-
SUMMARY REPORT. FINAL REPORT
HS-801 825
VARIABLE
THE VARIABLE RATIO MASTER CYLINDER-A
DESCRIPTION OF ITS FUNCTION AND OPERATION
HS-018 267
VARIATIONS
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. VARIATIONS BY MAKE AND SERIES.
1974 MODELS DURING THEIR FIRST TWO YEARS
HS-018 140
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. VARIATIONS BY MAKE AND SERIES.
1973 MODELS DURING THEIR FIRST THREE YEARS
HS-018 141
VEHICLE
A REVIEW OF SUCCESSFUL FUEL CONSERVATION
MEASURES FOR MOTOR VEHICLE FLEETS
HS-018 147
AN ALTERNATIVE TO THE ROLL AXIS FOR USE IN
COMMERCIAL VEHICLE SIMULATION
HS-018 258
AN AUTOMATIC DATA ACQUISITION SYSTEM OF
VEHICLE CONTROL AND ROAD HOLDING
HS-018 256
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. RELATIONSHIPS BETWEEN LOSSES
AND VEHICLE BODY STYLE. 1974 AND 1975 MODELS
HS-018 138
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. RELATIONSHIPS BETWEEN LOSSES
AND VEHICLE DENSITY. 1974 AND 1975 MODELS
HS-018 139
BICYCLE-MOTOR VEHICLE ACCIDENT TRENDS IN
THE CITY OF MILWAUKEE. 1971-1973
HS-018 206
CHARACTERISTICS OF TRUCK IN SINGLE AND
TWO-VEHICLE FATAL CRASHES. FINAL REPORT
HS-801 812
DETERMINATION OF TIRE CHARACTERISTICS
FROM VEHICLE BEHAVIOR
HS-018 229
DYNAMIC ANTHROPOMETRY AND DESIGN OF A
VEHICLE DRIVER'S CONTROL AREA
HS-018 284
EFFECT OF VEHICLE MIX ON TWO-CAR HEAD-ON
IMPACT
HS-018 169
ENVIRONMENTAL FACTORS AS CAUSATIVE
AGENTS IN MOTOR VEHICLE INTERSECTION COL-
LISIONS
HS-018 242
FACTORS CONTRIBUTING TO THE REDUCTION OF
MOTOR VEHICLE TRAFFIC FATALITIES (JANUARY-
APRIL 1974 VS JANUARY-APRIL 1973)
HS-018 194
FACTORS CONTRIBUTING TO THE REDUCTION OF
MOTOR VEHICLE TRAFFIC FATALITIES (MAY-AU-
GUST 1974 VS MAY- AUGUST 1973)
HS-018 195
HIGHWAY DESIGN FOR MOTOR VEHICLES-A
HISTORICAL REVIEW. PART 4. THE VEHICLE-CAR-
RYING CAPACITY OF THE HIGHWAY
HS-018 244
HYDROSTATIC DRIVE ALL TERRAIN VEHICLE
HS-018 177
MATHEMATICAL MODEL OF FOUR-WHEELED
VEHICLE FOR HYBRID COMPUTER VEHICLE HAN-
DLING PROGRAM
HS-801 800
MOTOR VEHICLE SAFETY DEFECT RECALL CAM-
PAIGNS. JULY 1, 1975 TO SEPTEMBER 30, 1975.
DETAILED REPORTS. QUARTERLY REPORT
HS-801 775
85
HSL 76-0'
RESEARCH SAFETY VEHICLE. PHASE 2. (RSV)
PROGRESS REPORT NO. 3, NOVEMBER 17, 1975 TO
JANUARY 16, 1976
HS-801 822
SINGLE VEHICLE ACCIDENT RELATIONSHIPS
HS-018 155
THE DESIGN OF A 4 WHEEL STEER-4 WHEEL
HYDROSTATIC DRIVE ALL-TERRAIN VEHICLE FOR
REV-74
HS-018 175
THE EFFECTS OF MANDATORY SEAT BELT WEAR-
ING ON THE MORTALITY AND PATTERN OF INJURY
OF CAR OCCUPANTS INVOLVED IN MOTOR VEHI-
CLE CRASHES IN VICTORIA
HS-018 200
THE ELECTRIC MULTISTOP FLEET DELIVERY
VEHICLE-FACT OR FANTASY
HS-018 148
VEHICLE NOISE ENFORCEMENT
HS-018 205
VEHICLE TO VEHICLE COLLISIONS UTILIZING
ENERGY ABSORBING UNITS
HS-018 165
VEHICLE-PAVEMENT INTERACTION STUDY. FINAL
REPORT
HS-018 190
VEHICLES
A METHOD FOR ESTIMATING MILEAGE IMPROVE-
MENT AND EMISSION REDUCTIONS ACHIEVABLE
BY HYBRID-ELECTRIC VEHICLES
HS-018 228
AN INVESTIGATION OF INTEGRATED RE-
TARDER/FOUNDATION BRAKE SYSTEMS FOR COM-
MERCIAL VEHICLES
HS-018 170
CHARACTERISTICS OF VEHICLES OWNED BY
"DRUNKEN DRIVERS" IN NEW YORK STATE
HS-018 208
ELECTRICAL PROPULSION SYSTEMS FOR BATTERY
DRIVEN ROAD VEHICLES WITH HYDRODYNAMIC
TRANSMISSION OF POWER
HS-018 227
HANDLING TEST PROCEDURES FOR LIGHT
TRUCKS, VANS, AND RECREATIONAL VEHICLES.
FINAL REPORT
HS-801 824
HANDLING TEST PROCEDURES FOR LIGHT
TRUCKS, VANS, AND RECREATIONAL VEHICLES-
SUMMARY REPORT. FINAL REPORT
HS-801 825
HIGHWAY DESIGN FOR MOTOR VEHICLES-A
HISTORICAL REVIEW. PART 4. THE VEHICLE-CAR-
RYING CAPACITY OF THE HIGHWAY
HS-018 244
IS THE PROPOSED FEDERAL STANDARD FOR
BRAKES ADEQUATE FOR POLICE PATROL VEHI-
CLES?
HS-018 278
NTrKFT.-7TNr STORAGF. RATTFRTFS AS F.NFROY
RESEARCH SAFETY VEHICLES (RSV). PHASE :
THIRD STATUS REPORT
HS-801 81
THE EFFECT OF COMMERCIAL VEHICLES Ol
DELAY AT INTERSECTIONS
HS-018 25
VIBRATION
ESTIMATION OF CONTRIBUTED NOISE LEVELS O
DIESEL ENGINE COMPONENTS FROM VIBRATIO1
MEASUREMENTS
HS-018 18
HUMAN VIBRATION TOLERANCE CRITERIA AN:
APPLICATIONS TO RIDE EVALUATION
HS-018 22
VICTORIA
THE EFFECTS OF MANDATORY SEAT BELT WEAI
ING ON THE MORTALITY AND PATTERN OF INJUR
OF CAR OCCUPANTS INVOLVED IN MOTOR VEH
CLE CRASHES IN VICTORIA
HS-018 2C
VIOLATION
AN ANALYSIS OF THE RELATIONSHIPS BETWEE1
THE RENEWAL RULES TESTS AND THE ACCIDEN
AND VIOLATION HISTORIES
HS-018 21
VIRGINIA
CHARACTERISTICS OF HAZARDOUS CARGO SHE
MENTS ON VIRGINIA HIGHWAYS
HS-018 2]
VISUAL
COMPARISON OF HUMAN DRIVER DYNAMICS I
AN AUTOMOBILE ON THE ROAD WITH THOSE I
SIMULATORS HAVING COMPLEX AND SIMPL
VISUAL DISPLAYS
HS-018 21
WASHINGTON
A STATEMENT OF NATIONAL TRANSPORTATIO
POLICY BY THE SECRETARY OF TRANSPORTATION
SEPTEMBER 17, 1975, WASHINGTON, D.C.
HS-018 1'
WATER
AN EVALUATION OF THE EFFECTS OF TREA
DEPTH, PAVEMENT TEXTURE, AND WATER FIL
THICKNESS ON SKID NUMBER-SPEED GRADIENTS
HS-018 2(
WATERPROOF
THE DESIGN AND TESTING OF A COMPLETEL
WATERPROOF ELECTRICAL CONNECTOR FOR AI
TOMOTIVE USE
HS-018 1'
WEARING
THE EFFECTS OF MANDATORY SEAT BELT WEA]
ING ON THE MORTALITY AND PATTERN OF INJUR
OF CAR OCCUPANTS INVOLVED IN MOTOR VEH
CLE CRASHES IN VICTORIA
HS-018 21
July 31,1976
WEIGHT
FUEL CONSUMPTION OF TRACTOR-TRAILER
TRUCKS AS AFFECTED BY SPEED LIMIT AND
PAYLOAD WEIGHT. FINAL REPORT
HS-Q18 189
THERMOPLASTICS PRODUCE SIGNIFICANT WEIGHT
REDUCTION IN AUTOMOTIVE APPLICATIONS
HS-018 183
WEIGHT REDUCTION OF AUTOMOTIVE PARTS BY
USE OF POLYPROPYLENE
HS-018 181
WEIGHT SAVING APPROACHES THROUGH THE USE
OF FIBER GLASS-REINFORCED PLASTIC
HS-018 182
WHEEL
THE DESIGN OF A 4 WHEEL STEER-4 WHEEL
HYDROSTATIC DRIVE ALL-TERRAIN VEHICLE FOR
REV-74
HS-018 175
WHEELED
MATHEMATICAL MODEL OF FOUR-WHEELED
VEHICLE FOR HYBRID COMPUTER VEHICLE HAN-
DLING PROGRAM
HS-801 800
WORK
CONCLUSIONS, RECOMMENDATIONS AND FUTURE
WORK [ROADSIDE OBSTACLES]
HS-018 250
WORKSHOP
REGULATIONS AND TRANSPORTATION. REPORT OF
THE THIRD WORKSHOP ON NATIONAL TRANSPOR-
TATION PROBLEMS
HS-018 151
YORK
CHARACTERISTICS OF VEHICLES OWNED BY
"DRUNKEN DRIVERS" IN NEW YORK STATE
HS-018 208
ZINC
NICKEL-ZINC STORAGE BATTERIES AS ENERGY
SOURCES FOR ELECTRIC VEHICLES
HS-018 178
Author index
van Rooijen, Louis
A SELF-ADMINISTERED SHORT MICHIGAN AL-
COHOLISM SCREENING TEST (SMAST)
HS-018 153
Abe, Eiichi
ADVANCED METHOD FOR REDUCTION IN AXLE
GEAR NOISE
HS-018 180
Allen, Rush E.
LIMITS OF RIDE QUALITY THROUGH CAB ISOLA-
TION
HS-018 222
Anderson, R. L.
HANDLING TEST PROCEDURES FOR LIGHT
TRUCKS, VANS, AND RECREATIONAL VEHICLES.
FINAL REPORT
HS-801 824
HANDLING TEST PROCEDURES FOR LIGHT
TRUCKS, VANS, AND RECREATIONAL VEHICLES-
SUMMARY REPORT. FINAL REPORT
HS-801 825
Audette, Louis G.
EMERGENCY MEDICAL TECHNICIAN (EMT-A)
TRAINING IN A MEDICAL SCHOOL ENVIRONMENT
HS-018 202
Bader, C.
ELECTRICAL PROPULSION SYSTEMS FOR BATTERY
DRIVEN ROAD VEHICLES WITH HYDRODYNAMIC
TRANSMISSION OF POWER
HS-018 227
Beaudoin, G. L.
AUTOMOTIVE EXHAUST SENSORS USING TITANIA
CERAMIC
HS-018 231
Beaulieu, H.
MULTIDISCIPLINARY ACCIDENT INVESTIGATION.
OKLAHOMA. FINAL REPORT
HS-801 799
Belew, W. W.
CHARACTERISTICS OF TRUCK IN SINGLE AND
TWO-VEHICLE FATAL CRASHES. FINAL REPORT
HS-801 812
DETERMINING TARGET DRIVERS FOR SPEED-
ORIENTED COUNTERMEASURES
HS-801 814
DRIVERS IN FATAL CRASHES WITH AND WITHOUT
DRIVER TRAINING
HS-801 813
Bernard, James E.
AN ALTERNATIVE TO THE ROLL AXIS FOR USE IN
COMMERCIAL VEHICLE SIMULATION
HS-018 258
Berton, Roger J.
DETERMINATION OF RESTRAINT EFFECTIVENESS.
ATRRAO TRASH TF.ST REPKATARTT .TTY
Bostick, Charles W.
CHARACTERISTICS OF VEHICLES OWNED BY
"DRUNKEN DRIVERS" IN NEW YORK STATE
HS-018 208
Bressler, L. D.
IMPROVED EXPOSURE MEASUREMENTS. FINAL RE-
PORT
HS-801 806
Broderick, Anthony J.
FUEL CONSUMPTION OF TRACTOR-TRAILER
TRUCKS AS AFFECTED BY SPEED LIMIT AND
PAYLOAD WEIGHT. FINAL REPORT
HS-018 189
Brown, David
BRAKE FLUID FUNCTIONABILITY IN CONVEN-
TIONAL, AND ANTI-SKID SYSTEMS IN ARCTIC CON-
DITIONS
HS-018 268
Burger, Raymond W. , Jr.
DATA ANALYSIS FOR DRIVER PERFORMANCE STU-
DIES. VOL. 1. PDP-8 DATA ACQUISITION SYSTEM
FOR DRIVER SIMULATION LABORATORIES. FINAL
REPORT
HS-801 830
Burns, Edgar
SURE-SEAL ENVIRONMENTAL CONNECTORS FOR
AUTOMOTIVE ELECTRONICS
HS-018 172
Butler, James H.
TRAINING A PATIENT TO DRIVE WITH TELESCOPIC
LENSES
HS-018 199
Camp, John
CLOSED-LOOP ELECTRONIC FUEL AND AIR CON-
TROL OF INTERNAL COMBUSTION ENGINES
HS-018 265
Capurka, Zbynek A.
EFFECTS OF UNDER-THE-HOOD TEMPERATURES
ON ELECTRONIC IGNITION SYSTEMS
HS-018 221
Castle, Gilbert H. , 3rd.
THE 55 MPH SPEED LIMIT: A COST/BENEFIT ANAL-
YSIS
HS-018 156
Chandler, R. A.
A REVIEW OF PHILOSOPHICAL CONSIDERATIONS
IN THE DEVELOPMENT OF RADAR BRAKE
SYSTEMS
HS-018 161
Chandler, Richard
MASS DISTRIBUTION PROPERTIES OF THE MALE
CADAVER
HS-018 282
Cheaney, E. S.
HSL 76-0
Clauser, Charles E.
MASS DISTRIBUTION PROPERTIES OF THE MALE
CADAVER
HS-018 282
Clayton, C. A.
IMPROVED EXPOSURE MEASUREMENTS. FINAL RE-
PORT
HS-801 806
Coblentz, A.
DYNAMIC ANTHROPOMETRY AND DESIGN OF A
VEHICLE DRIVER'S CONTROL AREA
HS-018 284
Coleman, William T. , Jr.
A STATEMENT OF NATIONAL TRANSPORTATION
POLICY BY THE SECRETARY OF TRANSPORTATION,
SEPTEMBER 17, 1975, WASHINGTON, D.C.
HS-018 149
Collard, Jared J.
IS THE PROPOSED FEDERAL STANDARD FOR
BRAKES ADEQUATE FOR POLICE PATROL VEHI-
CLES?
HS-018 278
Cook, Kenneth G.
REFLECTORIZED LICENSE PLATES: A REVIEW AND
ANALYSIS OF RESEARCH, TECHNICAL DATA AND
DOCUMENTATION RELATED TO THEIR USE
HS-018 295
Creech, F. Reid
AN ANALYSIS OF THE RELATIONSHIPS BETWEEN
THE RENEWAL RULES TESTS AND THE ACCIDENT
AND VIOLATION HISTORIES
HS-018 210
Cron, Frederick W.
HIGHWAY DESIGN FOR MOTOR VEHICLES-A
HISTORICAL REVIEW. PART 4. THE VEHICLE-CAR-
RYING CAPACITY OF THE HIGHWAY
HS-018 244
Davis, James A.
ACCIDENT-AVOIDANCE CAPABILITIES OF MOTOR-
CYCLES-TECHNICAL REPORT. FINAL REPORT
HS-801 810
Deaner, R. M.
MOTORCYCLE TRAUMA
HS-018 201
Dicker, Arthur , Jr.
THE ELECTRIC MULTISTOP FLEET DELIVERY
VEHICLE-FACT OR FANTASY
HS-018 148
Diehl, Elton G.
BICYCLE-MOTOR VEHICLE ACCIDENT TRENDS IN
THE CITY OF MILWAUKEE. 1971-1973
HS-018 206
Dooley, B. J.
THE EFFECTS OF MANDATORY SEAT BELT WEAR-
ING ON THE MORTALITY AND PATTERN OF INJURY
OF CAR OCCUPANTS INVOLVED IN MOTOR VEHI-
Dueker, Heinrich
CERAMIC ASPECTS OF THE BOSCH LAMBDA-SE>
SOR
HS-018 23
Duncan, J. H.
THE FUNCTION AND PERFORMANCE OF BET
ALUMINA IN SODIUM/SULPHUR CELLS
HS-018 2(
Eastman, Joel Webb
STYLING VS. SAFETY: THE AMERICAN AUTOM(
BILE INDUSTRY AND THE DEVELOPMENT OF Al
TOMOTIVE SAFETY, 1900-1966
HS-018 2:
Elgrishi, A.
AN EXPERIMENTAL STUDY OF DRIVER
PEDESTRIAN INTERACTION DURING
CROSSING CONFLICT
HS-018 1
AN
TH
Elonen, Erkki
EFFECT OF TRICYCLIC ANTIDEPRESSANTS AN
ALCOHOL ON PSYCHOMOTOR SKILLS RELATED T
DRIVING
HS-018 2
Enserink, E.
EVALUATION OF SELF-CONTAINE
ANTHROPOMORPHIC DUMMY DATA ACQUISITIC
SYSTEM. FINAL REPORT
HS-801 8
Ervin, Robert D.
A BRAKING EFFICIENCY TEST TECHNIQUE
HS-018 2
Farris, R.
A COMPARISON OF ALCOHOL INVOLVEMENT ]
EXPOSED AND INJURED DRIVERS. PHASES 1 AND
FINAL REPORT
HS-801 8
Fhaner, Gunilla
SEAT BELTS: CHANGING USAGE BY CHANGING B
LIEFS
HS-018 1
Fitchett, V. H.
MOTORCYCLE TRAUMA
HS-018 2
Flora, Jairus D.
DESCRIPTION AND EVALUATION OF THE NEI!
[NATIONAL ELECTRONIC INJURY SURVEILLANC
SYSTEM] REPORTING SYSTEM AS RELATED 1
BICYCLE-ASSOCIATED ACCIDENTS. INTERIM R
PORT TO BICYCLE MANUFACTURERS ASSOCIATIC
HS-018 2
THE NATIONAL ELECTRONIC INJURY SURVEI
LANCE SYSTEM AND BICYCLE-ASSOCIATED A
CIDENTS: FINAL REPORT
HS-018 2
Foote, L. R.
AUTOMOTIVE EXHAUST SENSORS USING TITAN
r-ci? AMir
July 31, 1976
Freedman, Kathleen
DRINK-DRIVING PROPAGANDA IN SYDNEY, AUS-
TRALIA: EVALUATION OF FIRST STAGE, INFORMA-
TION CAMPAIGN
HS-018 142
Friese, Karl-Hermann
CERAMIC ASPECTS OF THE BOSCH LAMBDA-SEN-
SOR
HS-018 230
Froats, Ronald F.
THE DESIGN AND TESTING OF A COMPLETELY
WATERPROOF ELECTRICAL CONNECTOR FOR AU-
TOMOTIVE USE
HS-018 171
Gallaway, B. M.
VEHICLE-PAVEMENT INTERACTION STUDY FINAL
REPORT
HS-018 190
Gatchell, Susanne M.
A RESEARCH DESIGN TO COLLECT DATA FOR A
SECOND GENERATION EYELLIPSE
HS-018 263
Germann, Clark
AN EVALUATION OF STATE TRAFFIC SAFETY IN-
FORMATION AND EDUCATION PROGRAMS
HS-018 207
Gerrein, John R.
HOW TO OBTAIN THE RIGHT OF WAY: AN EXPERI-
MENTAL ANALYSIS OF BEHAVIOR AT INTERSEC-
TIONS
HS-018 192
Gibbons, E. F.
AUTOMOTIVE EXHAUST SENSORS USING TITANIA
CERAMIC
HS-018 231
Gilliland, Lonnie , Jr.
THE PHYSIOLOGICAL EFFECTS OF ALCOHOL ON
INDIVIDUALS AND THEIR ABILITY TO DRIVE AN
AUTOMOBILE
HS-018 240
Givens, Larry
CADILLAC'S ELECTRONIC FUEL INJECTION
HS-018 296
Goodman, David S.
SURE-SEAL ENVIRONMENTAL CONNECTORS FOR
AUTOMOTIVE ELECTRONICS
HS-018 172
Grandy, Jerilee
AN ANALYSIS OF THE RELATIONSHIPS BETWEEN
THE RENEWAL RULES TESTS AND THE ACCIDENT
AND VIOLATION HISTORIES
HS-018 210
Green, John A.
SOME CHARACTERISTICS OF LIGHT-TRUCK AC-
CIDENTS IN TEXAS. FINAL REPORT
HS-018 294
Green, R. F.
THE VARIABLE RATIO MASTER CYLINDER-A
DESCRIPTION OF ITS FUNCTION AND OPERATION
HS-018 267
Greene, James E.
OCCUPANT SURVIV ABILITY IN LATERAL COLLI-
SIONS. VOL. 1. FINAL TECHNICAL REPORT
HS-801 801
OCCUPANT SURVIVABILITY IN LATERAL COLLI-
SIONS. VOL. 2-APPENDICES. FINAL TECHNICAL RE-
PORT
HS-801 802
OCCUPANT SURVIVABILITY IN LATERAL COLLI-
SIONS. SUMMARY REPORT. FINAL TECHNICAL RE-
PORT
HS-801 803
Grier, John H.
DETERMINING HIGHWAY SHOCK INDEX
HS-018 220
Haecker, Wolf -Dieter
CERAMIC ASPECTS OF THE BOSCH LAMBDA-SEN-
SOR
HS-018 230
Hafer, Paul R.
THE ELECTRIC MULTISTOP FLEET DELIVERY
VEHICLE-FACT OR FANTASY
HS-018 148
Hagiwara, Hiroshi
ADVANCED METHOD FOR REDUCTION IN AXLE
GEAR NOISE
HS-018 180
Halsall, Vincent M.
THERMAL/VOLTAGE RESPONSE CHARACTERISTICS
OF AUTOMOTIVE NONANTIMONIAL LEAD-ACID
BATTERIES
HS-018 286
Hames, M. D.
THE FUNCTION AND PERFORMANCE OF BETA
ALUMINA IN SODIUM/SULPHUR CELLS
HS-018 266
Hane, Monica
SEAT BELTS: CHANGING USAGE BY CHANGING BE-
LIEFS
HS-018 198
Hanna, John T.
CHARACTERISTICS OF HAZARDOUS CARGO SHIP-
MENTS ON VIRGINIA HIGHWAYS
HS-018 218
Harp, Joseph C.
THE DESIGN OF A 4 WHEEL STEERS WHEEL
HYDROSTATIC DRIVE ALL-TERRAIN VEHICLE FOR
REV-74
HS-018 175
Harrington, Colin
BRAKE FLUID FUNCTION ABILITY IN CONVEN-
TIONAL AND ANTI-SKID SYSTEMS IN ARCTIC CON-
DITIONS
LIC 1 A1 Q 1O
HSL 76-07
Hart, Clarence R.
TRAINING OF EMERGENCY MEDICAL TECHNI-
CIANS-AMBULANCE
HS-018 238
Hawks, Keith H.
HYDROSTATIC DRIVE ALL TERRAIN VEHICLE
HS-018 177
Heath, Warren M.
VEHICLE NOISE ENFORCEMENT
HS-018 205
Heinold, Robert H.
WEIGHT REDUCTION OF AUTOMOTIVE PARTS BY
USE OF POLYPROPYLENE
HS-018 181
Helfand, R. M.
CHARACTERISTICS OF TRUCK IN SINGLE AND
TWO-VEHICLE FATAL CRASHES. FINAL REPORT
HS-801 812
Henderson, Michael
DRINK-DRIVING PROPAGANDA IN SYDNEY, AUS-
TRALIA: EVALUATION OF FIRST STAGE, INFORMA-
TION CAMPAIGN
HS-018 142
Henry, R. D.
LOCATING DETECTORS FOR ADVANCED TRAFFIC
CONTROL STRATEGIES. HANDBOOK. INTERIM RE-
PORT
HS-018 253
Hochberg, Yosef
PROBLEMS OF INFERENCE IN STUDIES OF SEAT
BELT EFFECTIVENESS. FINAL REPORT
HS-801 805
Hoess, J. A.
SAFETY IN URBAN MASS
GUIDELINES MANUAL
TRANSPORTATION:
HS-018 237
Hoffer, William
HOW THEY'RE USING ON-BOARD CRASH RECOR-
DERS TO PROBE PUZZLING QUESTIONS ABOUT
CAR SAFETY
HS-018 186
Holter, W. A.
CHARACTERISTICS OF TRUCK IN SINGLE AND
TWO-VEHICLE FATAL CRASHES. FINAL REPORT
HS-801 812
Hook, N. K. , Jr.
CHARACTERISTICS OF HAZARDOUS CARGO SHIP-
MENTS ON VIRGINIA HIGHWAYS
HS-018 218
Horton, W. F.
CHARACTERISTICS OF TRUCK IN SINGLE AND
TWO- VEHICLE FATAL CRASHES. FINAL REPORT
HS-801 812
DETERMINING TARGET DRIVERS FOR SPEED-
DRIVERS IN FATAL CRASHES WITH AND WITHOUT
DRIVER TRAINING
HS-801 813
Hubbard, Robert P.
ANTHROPOMETRIC BASIS OF THE GM ATD 502
CRASH TEST DUMMY
HS-018 283
Hurst, Paul M.
SYSTEMS ANALYSIS OF ALCOHOL COUNTERMEA-
SURES. FINAL TECHNICAL REPORT
HS-801 792
Ignazl, G.
DYNAMIC ANTHROPOMETRY AND DESIGN OF A
VEHICLE DRIVER'S CONTROL AREA
HS-018 284
lies, G. S.
PLATINUM FILM TEMPERATURE SENSORS
HS-018 232
Imperial, Jose F.
SYSTEMS ANALYSIS OF ALCOHOL COUNTERMEA-
SURES. FINAL TECHNICAL REPORT
HS-801 792
Inove, Masahiko
COMPARISON OF THREE TYPES OF FRONT BODY
CONSTRUCTION OF SUB-COMPACT CARS
HS-018 159
Ishida, Toshiro
STUDY ON JAPANESE DRIVER EYE POSITION
HS-018 235
Janeway, R. N.
HUMAN VIBRATION TOLERANCE CRITERIA AND
APPLICATIONS TO RIDE EVALUATION
HS-018 223
Jindra, F.
HANDLING TEST PROCEDURES FOR LIGHT
TRUCKS, VANS, AND RECREATIONAL VEHICLES.
FINAL REPORT
HS-801 824
HANDLING TEST PROCEDURES FOR LIGHT
TRUCKS, VANS, AND RECREATIONAL VEHICLES-
SUMMARY REPORT. FINAL REPORT
HS-801 825
Jindra, Frederick
MATHEMATICAL MODEL OF FOUR-WHEELED
VEHICLE FOR HYBRID COMPUTER VEHICLE HAN-
DLING PROGRAM
HS-801 800
Johannessen, H. George
SEAT BELT USE LAWS: A SOLUTION TO OCCUPANT
FATALITY AND INJURY REDUCTION
HS-018 225
Johnson, J. H.
VEHICLE-PAVEMENT INTERACTION STUDY. FINAL
REPORT
trc ni o i nn
Johnson, John H.
THE DESIGN OF A 4 WHEEL STEER-4 WHEEL
HYDROSTATIC DRIVE ALL-TERRAIN VEHICLE FOR
REV-74
HS-018 175
Jonsson, B.
FUNCTION OF THE MUSCLES OF THE UPPER LIMB
IN CAR DRIVING. 4. THE PECTORALIS MAJOR, SER-
RATUS ANTERIOR AND LATISSIMUS DORSI
MUSCLES
HS-018 144
Jonsson, S.
FUNCTION OF THE MUSCLES OF THE UPPER LIMB
IN CAR DRIVING. 4. THE PECTORALIS MAJOR, SER-
RATUS ANTERIOR AND LATISSIMUS DORSI
MUSCLES
HS-018 144
Jorgeson, Craig M.
COMPARISON OF EYE FIXATIONS OF OPERATORS
OF MOTORCYCLES AND AUTOMOBILES
HS-018 264
Jose, Randall T.
TRAINING A PATIENT TO DRIVE WITH TELESCOPIC
LENSES
HS-018 199
Justusson, J. William
EFFECT OF VEHICLE MIX ON TWO-CAR HEAD-ON
IMPACT
HS-018 169
Kaehn, Charles H.
EVALUATION OF TWO CONVEX MIRROR SYSTEMS
BY GOVERNMENT DRIVERS
HS-018 273
Kamal, Mounir M.
EFFECT OF VEHICLE MIX ON TWO-CAR HEAD-ON
IMPACT
HS-018 169
Kaplan, G. S.
DUAL-MODE AUTOMOBILE COLLISION AVOIDANCE
RADAR
HS-018 162
Kaplan, Richard
HOW MUCH SAFER ARE YOU IN A LARGE CAR
HS-018 168
Kaplan, Richard J.
DESCRIPTION AND EVALUATION OF THE NEISS
[NATIONAL ELECTRONIC INJURY SURVEILLANCE
SYSTEM] REPORTING SYSTEM AS RELATED TO
BICYCLE-ASSOCIATED ACCIDENTS. INTERIM RE-
PORT TO BICYCLE MANUFACTURERS ASSOCIATION
HS-018 213
THE NATIONAL ELECTRONIC INJURY SURVEIL-
LANCE SYSTEM AND BICYCLE-ASSOCIATED AC-
CIDENTS: FINAL REPORT
HS-018 292
Karnolt, Charles L.
ANAEROBIC ADHESIVES FOR SHEET METAL AS-
SEMBLY
HS-018 173
Katz, A.
AN EXPERIMENTAL STUDY OF DRIVER AND
PEDESTRIAN INTERACTION DURING THE
CROSSING CONFLICT
HS-018 191
Kay, J. L.
LOCATING DETECTORS FOR ADVANCED TRAFFIC
CONTROL STRATEGIES. HANDBOOK. INTERIM RE-
PORT
HS-018 253
Kelley, A. B.
PASSIVE VS. ACTIVE [EQUALS] LIFE VS. DEATH
HS-018 272
Kemmerer, Richard
DATA ANALYSIS FOR DRIVER PERFORMANCE STU-
DIES. VOL. 1. PDP-8 DATA ACQUISITION SYSTEM
FOR DRIVER SIMULATION LABORATORIES. FINAL
REPORT
HS-801 830
Kiminecz, R. K.
BEAD CONTACT PRESSURE MEASUREMENTS AT
THE TIRE-RIM INTERFACE
HS-018 287
Kinney, Fredric L.
THE DESIGN OF A 4 WHEEL STEER-4 WHEEL
HYDROSTATIC DRIVE ALL-TERRAIN VEHICLE FOR
REV-74
HS-018 175
Klein, Richard H.
COMPARISON OF HUMAN DRIVER DYNAMICS IN
AN AUTOMOBILE ON THE ROAD WITH THOSE IN
SIMULATORS HAVING COMPLEX AND SIMPLE
VISUAL DISPLAYS
HS-018 211
Klein, Richard
TEST PROCEDURES AND PERFORMANCE MEA-
SURES SENSITIVE TO AUTOMOBILE STEERING
DYNAMICS
HS-018 212
Kossar, Jerome M.
COMPATIBILITY BETWEEN BIG AND LITTLE CARS
HS-018 167
Krauter, Allan I.
DETERMINATION OF TIRE
FROM VEHICLE BEHAVIOR
CHARACTERISTICS
Krueger, A. B.
VEHICLE TO VEHICLE COLLISIONS
ENERGY ABSORBING UNITS
HS-018 229
UTILIZING
HS-018 165
Krupka, R. M.
VEHICLE TO VEHICLE COLLISIONS UTILIZING
ENERGY ABSORBING UNITS
HS-018 165
Kucera, G.
NICKEL-ZINC STORAGE BATTERIES AS ENERGY
SOURCES FOR ELECTRIC VEHICLES
HS-018 178
vuiiK.et,
ACCIDENT-AVOIDANCE CAPABILITIES OF MOTOR-
CYCLES-TECHNICAL REPORT. FINAL REPORT
HS-801 810
Larsson, Ante
STEPPED BORE MASTER CYLINDER-A WAY OF IM-
PROVING DUAL BRAKE SYSTEMS
HS-018 270
Larsson, Lars
STEPPED BORE MASTER CYLINDER-A WAY OF IM-
PROVING DUAL BRAKE SYSTEMS
HS-018 270
Lawson, Douglas R.
ENVIRONMENTAL FACTORS AS CAUSATIVE
AGENTS IN MOTOR VEHICLE INTERSECTION COL-
LISIONS
HS-018 242
Lemeshewsky, W. A.
A REVIEW OF PHILOSOPHICAL CONSIDERATIONS
IN THE DEVELOPMENT OF RADAR BRAKE
SYSTEMS
HS-018 161
Lilliefors, H.
A COMPARISON OF ALCOHOL INVOLVEMENT IN
EXPOSED AND INJURED DRIVERS. PHASES 1 AND 2.
FINAL REPORT
HS-801 826
Limpert, Rudolph
AN INVESTIGATION OF INTEGRATED RE-
TARDER/FOUNDATION BRAKE SYSTEMS FOR COM-
MERCIAL VEHICLES
HS-018 170
Lin, Kuang-Huei
EFFECT OF VEHICLE MIX ON TWO-CAR HEAD-ON
IMPACT
HS-018 169
Linnoila, Markku
EFFECT OF TRICYCLIC ANTIDEPRESSANTS AND
ALCOHOL ON PSYCHOMOTOR SKILLS RELATED TO
DRIVING
HS-018 252
Mahone, David C.
AN EVALUATION OF THE EFFECTS OF TREAD
DEPTH, PAVEMENT TEXTURE, AND WATER FILM
THICKNESS ON SKID NUMBER-SPEED GRADIENTS
HS-018 204
Mak, King K.
SINGLE VEHICLE ACCIDENT RELATIONSHIPS
HS-018 155
Maki, Martti
EFFECT OF TRICYCLIC ANTIDEPRESSANTS AND
ALCOHOL ON PSYCHOMOTOR SKILLS RELATED TO
DRIVING
HS-018 252
Malone, T. B.
A COMPARISON OF ALCOHOL INVOLVEMENT IN
EXPOSED AND INJURED DRIVERS. PHASES 1 AND 2.
FINAL REPORT
HS-801 826
DESCRIPTION AND EVALUATION OF THE NEISS
[NATIONAL ELECTRONIC INJURY SURVEILLANCE
SYSTEM] REPORTING SYSTEM AS RELATED TO
BICYCLE-ASSOCIATED ACCIDENTS. INTERIM RE-
PORT TO BICYCLE MANUFACTURERS ASSOCIATION
HS-018 213
THE NATIONAL ELECTRONIC INJURY SURVEIL-
LANCE SYSTEM AND BICYCLE-ASSOCIATED AC-
CIDENTS: FINAL REPORT
HS-018 292
Marshall, K. D.
ROUGHNESS IN STEEL-BELTED RADIAL TIRES-
MEASUREMENT AND ANALYSIS
HS-018 285
Matsuno, Masanori
STUDY ON JAPANESE DRIVER EYE POSITION
HS-018 235
Mattila, Mauri J.
EFFECT OF TRICYCLIC ANTIDEPRESSANTS AND
ALCOHOL ON PSYCHOMOTOR SKILLS RELATED TO
DRIVING
HS-018 252
McConville, J. T.
DEVELOPMENT AND EVALUATION OF MASTER-
BODY FORMS FOR THREE-YEAR OLD AND SIX-
YEAR OLD CHILD DUMMIES. FINAL REPORT
HS-801 811
McConville, John
MASS DISTRIBUTION PROPERTIES OF THE MALE
CADAVER
HS-018 282
McGuirk, William W.
EVALUATION OF FACTORS
DRIVEWAY ACCIDENTS
INFLUENCING
HS-018 255
McRuer, Duane T.
COMPARISON OF HUMAN DRIVER DYNAMICS IN
AN AUTOMOBILE ON THE ROAD WITH THOSE IN
SIMULATORS HAVING COMPLEX AND SIMPLE
VISUAL DISPLAYS
HS-018 211
McRuer, Duane
TEST PROCEDURES AND PERFORMANCE MEA-
SURES SENSITIVE TO AUTOMOBILE STEERING
DYNAMICS
HS-018 212
Meitzler, A. H.
AUTOMOTIVE EXHAUST SENSORS USING TITANIA
CERAMIC
HS-018 231
Melvin, J. W.
CHILD RESTRAINT LATERAL IMPACT TESTS. FINAL
REPORT
HS-801 788
Metcalf, Gregory N.
EMERGENCY MEDICAL TECHNICIAN (EMT-A)
TRAINING IN A MEDICAL SCHOOL ENVIRONMENT
HS-018 202
IHJt KJfhfcd UF COMMERCIAL, ViihilCLJlS UIN
DELAY AT INTERSECTIONS
HS-018 254
Mill, R. A.
MULTIDISCIPLINARY ACCIDENT
OKLAHOMA. FINAL REPORT
INVESTIGATION.
HS-801 799
Miller, James M.
A RESEARCH DESIGN TO COLLECT DATA FOR A
SECOND GENERATION EYELLIPSE
HS-018 263
Moore, William S.
SYSTEMS ANALYSIS OF ALCOHOL COUNTERMEA-
SURES. FINAL TECHNICAL REPORT
HS-801 792
Morse, Ivan E.
REV-74--THE UNIVERSITY OF CINCINNATI ATV
WITH INDEPENDENT SUSPENSION
HS-018 174
Mortimer, Rudolf G.
COMPARISON OF EYE FIXATIONS OF OPERATORS
OF MOTORCYCLES AND AUTOMOBILES
HS-018 264
Moscarini, F.
AN AUTOMATIC DATA ACQUISITION SYSTEM OF
VEHICLE CONTROL AND ROAD HOLDING
HS-018 256
Moskowitz, Herbert A.
DATA ANALYSIS FOR DRIVER PERFORMANCE STU-
DIES. VOL. 1. PDP-8 DATA ACQUISITION SYSTEM
FOR DRIVER SIMULATION LABORATORIES. FINAL
REPORT
HS-801 830
Naatanen, Risto
A SIMPLE METHOD FOR SIMULATING DANGER-RE-
LATED ASPECTS OF BEHAVIOR IN HAZARDOUS AC-
TIVITIES
HS-018 143
Negri, D. Barry
CHARACTERISTICS OF VEHICLES OWNED BY
"DRUNKEN DRIVERS" IN NEW YORK STATE
HS-018 208
Nielsen, Michael J.
ARIZONA STATE UNIVERSITY'S DESIGN APPROACH
TO THE REV 74 COMPETITION
HS-018 176
Niemann, Robert A.
DATA ANALYSIS FOR DRIVER PERFORMANCE STU-
DIES. VOL. 2. A COMPUTER PROGRAM FOR ANALY-
SIS OF EYE MOVEMENT PATTERNS. FINAL REPORT
HS-801 831
Nigg, R. L.
THE VARIABLE RATIO MASTER CYLINDER-A
DESCRIPTION OF ITS FUNCTION AND OPERATION
HS-018 267
A MtUrtUlJ rUK &!} I IMA 1 J.INU JYLlLJiAUn JJVirKU V H-
MENT AND EMISSION REDUCTIONS ACHIEVABLE
BY HYBRID-ELECTRIC VEHICLES
HS-018 228
Novotny, Donald W.
A METHOD FOR ESTIMATING MILEAGE IMPROVE-
MENT AND EMISSION REDUCTIONS ACHIEVABLE
BY HYBRID-ELECTRIC VEHICLES
HS-018 228
O'Day, James
HOW MUCH SAFER ARE YOU IN A LARGE CAR
HS-018 168
O'Heir, James T.
TRAINING OF EMERGENCY
CIANS-AMBULANCE
MEDICAL TECHNI-
HS-018 238
Oliver, J. S.
ALCOHOL AND DRIVING: A SURVEY OF PROSECU-
TION AND DEFENSE ALCOHOL ESTIMATIONS
HS-018 196
Olson, R. M.
VEHICLE-PAVEMENT INTERACTION STUDY. FINAL
REPORT
HS-018 190
Overbey, J. W.
CHARACTERISTICS OF TRUCK IN SINGLE AND
TWO- VEHICLE FATAL CRASHES. FINAL REPORT
HS-801 812
DETERMINING TARGET DRIVERS FOR SPEED-
ORIENTED COUNTERMEASURES
HS-801 814
DRIVERS IN FATAL CRASHES WITH AND WITHOUT
DRIVER TRAINING
HS-801 813
Owings, Clyde L.
ANTHROPOMETRY
DREN
OF U.S. INFANTS AND CHIL
HS-018 15'
Padgett, Susan S.
THE EVALUATION OF THE NORTH CAROLINA K-9
TRAFFIC SAFETY CURRICULUM
HS-018 291
Palmer, A. W.
THE VARIABLE RATIO MASTER CYLINDER-A
DESCRIPTION OF ITS FUNCTION AND OPERATION
HS-018 267
Patrick, L. M.
PASSIVE AND ACTIVE RESTRAINT SYSTEMS-PER-
FORMANCE AND BENEFIT/COST COMPARISON
HS-018 271
Peskin, Robert L.
THE IMMEDIATE IMPACT OF GASOLINE
SHORTAGES ON URBAN TRAVEL BEHAVIOR. FINAL
REPORT
HS-018 215
95
HSL 76-07
Phoenix, L.
DESIGN OF ELECTRONICS FOR THE AUTOMOTIVE
ENVIRONMENT
HS-018 185
Plust, H. G.
NICKEL-ZINC STORAGE BATTERIES AS ENERGY
SOURCES FOR ELECTRIC VEHICLES
HS-018 178
Pottinger, Marion G.
THE EFFECT OF BELT MATERIALS ON PER-
FORMANCE OF RADIAL PASSENGER TIRES
HS-018 280
Pulley, Charles H.
SEAT BELT USE LAWS: A SOLUTION TO OCCUPANT
FATALITY AND INJURY REDUCTION
HS-018 225
Purswell, J. L.
MULTIDISCIPLINARY ACCIDENT INVESTIGATION.
OKLAHOMA. FINAL REPORT
HS-801 799
Rachel, Todd
CLOSED-LOOP ELECTRONIC FUEL AND AIR CON-
TROL OF INTERNAL COMBUSTION ENGINES
HS-018 265
Reed, Marshall F. , Jr.
THE ECONOMIC COST OF COMMUTING
HS-018 261
Remak, Roberta
POTENTIAL FOR FLEXICAB SERVICES: INNOVA-
TIVE USES OF TAXIS AND JITNEYS FOR PUBLIC
TRANSPORTATION. FINAL REPORT
HS-018 216
Reynolds, H. M.
DEVELOPMENT AND EVALUATION OF MASTER-
BODY FORMS FOR THREE-YEAR OLD AND SIX-
YEAR OLD CHILD DUMMIES. FINAL REPORT
HS-801 811
Reynolds, Herbert H.
MASS DISTRIBUTION PROPERTIES OF THE MALE
CADAVER
HS-018 282
Rice, Roy S.
ACCIDENT-AVOIDANCE CAPABILITIES OF MOTOR-
CYCLES-TECHNICAL REPORT. FINAL REPORT
HS-801 810
Rodger, W. J.
ALCOHOL AND DRIVING: A SURVEY OF PROSECU-
TION AND DEFENSE ALCOHOL ESTIMATIONS
HS-018 196
Roe, Ronald W.
METHODS FOR DETERMINING
AREAS ON INSTRUMENT PANELS
UNOBSCURED
HS-018 234
Roland, R. Douglas
RADIAL PLY TIRES-HOW DIFFERENT ARE THEY IN
THE LOW LATERAL ACCELERATION REGIME
HS-018 279
Roll, Kempton H.
THE IMPACT OF THE ENERGY AND MATERIALS
RESOURCE PROBLEMS ON POWDER METALLURGY
HS-018 164
Romeo, David 3.
DEVELOPMENT OF AN AIR BAG-CRUSHABLE DASH-
KNEE BAR PASSIVE RESTRAINT SYSTEM FOR
SMALL CARS. FINAL TECHNICAL REPORT
HS-801 789
DEVELOPMENT OF AN AIR BAG-CRUSHABLE DASH-
KNEE BAR PASSIVE RESTRAINT SYSTEM FOR
SMALL CARS. SUMMARY REPORT
HS-801 819
Roper, William
HOW SAFE IS YOUR RV?
HS-018 152
Rubin, Jeffrey Z.
HOW TO OBTAIN THE RIGHT OF WAY: AN EXPERI-
MENTAL ANALYSIS OF BEHAVIOR AT INTERSEC-
TIONS
HS-018 192
Russell, Gerald R.
THE MANUFACTURE OF DISC BRAKE LININGS
HS-018 233
Satterly, Gilbert T. , Jr.
EVALUATION OF FACTORS INFLUENCING
DRIVEWAY ACCIDENTS
HS-018 255
Satterthwaite, S. P.
MONTHLY VARIATIONS IN ROAD ACCIDENT
FREQUENCY
HS-018 290
Schneider, C.
NICKEL-ZINC STORAGE BATTERIES AS ENERGY
SOURCES FOR ELECTRIC VEHICLES
HS-018 178
Schneider, Lawrence W.
ANTHROPOMETRY OF U.S. INFANTS AND CHIL-
DREN
HS-018 157
Schofer, Joseph L.
THE IMMEDIATE IMPACT OF GASOLINE
SHORTAGES ON URBAN TRAVEL BEHAVIOR. FINAL
REPORT
HS-018 215
Schuring, Dieter J.
RADIAL PLY TIRES-HOW DIFFERENT ARE THEY IN
THE LOW LATERAL ACCELERATION REGIME
HS-018 279
Scott, Basil Y.
LARGE AND SMALL CAR ACCIDENT PER-
FORMANCE: A LARGE SCALE ACCIDENT DATA
BASE ANALYSIS
HS-018 166
Selzer, Melvin L.
A SELF-ADMINISTERED SHORT MICHIGAN AL-
COHOLISM SCREENING TEST (SMAST)
SeppaSa, Timo
EFFECT OF TRICYCLIC ANTIDEPRESSANTS AND
ALCOHOL ON PSYCHOMOTOR SKILLS RELATED TO
DRIVING
HS-018 252
Seybert, Andrew F.
ESTIMATION OF CONTRIBUTED NOISE LEVELS OF
DIESEL ENGINE COMPONENTS FROM VIBRATION
MEASUREMENTS
HS-018 184
Sezgen, H.
INVESTIGATION INTO THE DEGREE OF APPLICA-
TION OF THE FREQUENCY PARAMETER AT PART
THROTTLE CONDITION IN GASOLINE ENGINES
HS-018 293
Shapton, William R.
REV-74-THE UNIVERSITY OF CINCINNATI ATV
WITH INDEPENDENT SUSPENSION
HS-018 174
Silberman, Joan B. , ed.
HAZARDOUS MATERIALS TRANSPORTATION AND
HIGHWAY MAINTENANCE
HS-018 217
Sloan, E.
ALCOHOL AND DRIVING: A SURVEY OF PROSECU-
TION AND DEFENSE ALCOHOL ESTIMATIONS
HS-018 196
Smith, Hamilton
ALCOHOL AND DRIVING: A SURVEY OF PROSECU-
TION AND DEFENSE ALCOHOL ESTIMATIONS
HS-018 196
Smith, S. A.
LOCATING DETECTORS FOR ADVANCED TRAFFIC
CONTROL STRATEGIES. HANDBOOK. INTERIM RE-
PORT
HS-018 253
Snyder, R. G.
DEVELOPMENT AND EVALUATION OF MASTER-
BODY FORMS FOR THREE-YEAR OLD AND SIX-
YEAR OLD CHILD DUMMIES. FINAL REPORT
HS-801 811
Snyder, Richard G.
ANTHROPOMETRY OF U.S. INFANTS AND CHIL-
DREN
HS-018 157
Spencer, Martha L.
ANTHROPOMETRY OF U.S. INFANTS AND CHIL-
DREN
HS-018 157
St. John, N. W.
ROUGHNESS IN STEEL-BELTED RADIAL TIRES-
MEASUREMENT AND ANALYSIS
HS-018 285
Starr, D. S.
HANDLING TEST PROCEDURES FOR LIGHT
TRUCKS, VANS, AND RECREATIONAL VEHICLES.
FINAL REPORT
HS-801 824
HANDLING TEST PROCEDURES FOR LIGHT
TRUCKS, VANS, AND RECREATIONAL VEHICLES-
SUMMARY REPORT. FINAL REPORT
HS-801 825
Steinberg, Bruce D.
HOW TO OBTAIN THE RIGHT OF WAY: AN EXPERI-
MENTAL ANALYSIS OF BEHAVIOR AT INTERSEC-
TIONS
HS-018 192
Sterzer, F.
DUAL-MODE AUTOMOBILE COLLISION AVOIDANCE
RADAR
HS-018 162
Stewart, J. R.
IMPROVED EXPOSURE MEASUREMENTS. FINAL RE-
PORT
HS-801 806
Stopher, Peter R.
THE IMMEDIATE IMPACT OF GASOLINE
SHORTAGES ON URBAN TRAVEL BEHAVIOR. FINAL
REPORT
HS-018 215
Sturgis, Samuel P.
MOTORCYCLE HEADLIGHTING RESEARCH. FINAL
REPORT
HS-801 804
Summala, Heikki
A SIMPLE METHOD FOR SIMULATING DANGER-RE-
LATED ASPECTS OF BEHAVIOR IN HAZARDOUS AC-
TIVITIES
HS-018 143
Svehla, R. L.
SAFETY IN URBAN MASS TRANSPORTATION:
GUIDELINES MANUAL
HS-018 237
Swallow, S. E.
A REVIEW OF SUCCESSFUL FUEL CONSERVATION
MEASURES FOR MOTOR VEHICLE FLEETS
HS-018 147
Swanson, Kenneth B.
HYDRAULIC POWER BRAKE BOOSTER FOR SMALL
CARS
HS-018 269
Thompson, R. E.
SAFETY IN URBAN MASS TRANSPORTATION:
GUIDELINES MANUAL
HS-018 237
Topping, Richard W.
TIRE INDUCED STEERING PULL
HS-018 281
Trinca, G. W.
THE EFFECTS OF MANDATORY SEAT BELT WEAR-
ING ON THE MORTALITY AND PATTERN OF INJURY
OF CAR OCCUPANTS INVOLVED IN MOTOR VEHI-
CLE CRASHES IN VICTORIA
HS-018 200
Uh bltJtK (j
FJLASHU
HS-018 182
Tunstall, Joan
SYSTEMS ANALYSIS OF ALCOHOL COUNTERMEA-
SURES. FINAL TECHNICAL REPORT
HS-801 792
Vaughan, Rodney G.
THE EPIDEMIOLOGY OF POLE CRASHES
HS-018 193
Versace, John
DETERMINATION OF RESTRAINT EFFECTIVENESS.
AIRBAG CRASH TEST REPEATABILITY
HS-018 275
Vinokur, Amiram
A SELF-ADMINISTERED SHORT MICHIGAN AL-
COHOLISM SCREENING TEST (SMAST)
HS-018 153
Vrzal, Philip D.
OCCUPANT PROTECTION-BACK TO THE BASICS
HS-018 274
Wada, Akihiro
COMPARISON OF THREE TYPES OF FRONT BODY
CONSTRUCTION OF SUB-COMPACT CARS
HS-018 159
Wagner, Marvin H.
DETAINING THE IMPAIRED DRIVER
HS-018 154
SYSTEMS ANALYSIS OF ALCOHOL COUNTERMEA-
SURES. FINAL TECHNICAL REPORT
HS-801 792
Waller, Patricia F.
THE EVALUATION OF THE NORTH CAROLINA K-9
TRAFFIC SAFETY CURRICULUM
HS-018 291
Walter, J. D.
BEAD CONTACT PRESSURE MEASUREMENTS AT
THE TIRE-RIM INTERFACE
HS-018 287
Ward, Peter D.
THE NATIONAL ELECTRONIC INJURY SURVEIL-
LANCE SYSTEM AND BICYCLE-ASSOCIATED AC-
CIDENTS: FINAL REPORT
HS-018 292
Watkins, George M.
EMERGENCY MEDICAL TECHNICIAN (EMT-A)
TRAINING IN A MEDICAL SCHOOL ENVIRONMENT
HS-018 202
Watson, George A.
FERROUS FOUNDRY INDUSTRY LONG-RANGE OUT-
LOOK FOR RAW MATERIALS
HS-018 163
Weiner, Steven A.
AN OVERVIEW OF THE SODIUM-SULFUR BATTERY
HS-018 179
HS-018 212
Wesson, L. E.
HANDLING TEST PROCEDURES FOR LIGHT
TRUCKS, VANS, AND RECREATIONAL VEHICLES.
FINAL REPORT
HS-801 824
HANDLING TEST PROCEDURES FOR LIGHT
TRUCKS, VANS, AND RECREATIONAL VEHICLES-
SUMMARY REPORT. FINAL REPORT
HS-801 825
White, S. B.
IMPROVED EXPOSURE MEASUREMENTS. FINAL RE-
PORT
HS-801 806
Wilde, G. J. S.
ROAD USER BEHAVIOUR AND TRAFFIC SAFETY:
TOWARD A RATIONAL STRATEGY OF ACCIDENT
PREVENTION
HS-018 188
Williams, Gurney , 3rd.
SNOWMOBILES. STILL ON THIN ICE
HS-018 203
Williams, Lloyd Mark
HIGHWAY TRAFFIC SAFETY COMMUNICATION: A
STUDY OF THE OPINIONS OF MASS MEDIA
REPRESENTATIVES IN THE STATE OF MICHIGAN
TOWARD HIGHWAY TRAFFIC SAFETY INFORMA-
TIONAL SERVICES
HS-018 241
Williams, M. L.
MULTIDISCIPLINARY ACCIDENT INVESTIGATION.
OKLAHOMA. FINAL REPORT
HS-801 799
Windscheif, William J.
THERMOPLASTICS PRODUCE SIGNIFICANT WEIGHT
REDUCTION IN AUTOMOTIVE APPLICATIONS
HS-018 183
Winkler, Christopher B.
A BRAKING EFFICIENCY TEST TECHNIQUE
HS-018 277
Wood, L. E.
A REVIEW OF PHILOSOPHICAL CONSIDERATIONS
IN THE DEVELOPMENT OF RADAR BRAKE
SYSTEMS
HS-018 161
Wood, Rosamond
DRINK-DRIVING PROPAGANDA IN SYDNEY, AUS-
TRALIA: EVALUATION OF FIRST STAGE, INFORMA-
TION CAMPAIGN
HS-018 142
Woodhouse, Edward J.
MARIHUANA CONTACT TEST, EVALUATION AND
DEVELOPMENT. FINAL REPORT
HS-801 828
98
July 31,1976
Wright, Charles E.
THERMAL/VOLTAGE RESPONSE CHARACTERISTICS
OF AUTOMOTIVE NONANTIMONIAL LEAD-ACID
BATTERIES
HS-018 286
Wright, Paul H.
SINGLE VEHICLE ACCIDENT RELATIONSHIPS
HS-018 155
Wuerdemann, H.
CHARACTERISTICS OF TRUCK IN SINGLE AND
TWO-VEHICLE FATAL CRASHES. FINAL REPORT
HS-801 812
DETERMINING TARGET DRIVERS FOR SPEED-
ORIENTED COUNTERMEASURES
HS-801 814
DRIVERS IN FATAL CRASHES WITH AND WITHOUT
DRIVER TRAINING
HS-801 813
Wynne, G. R.
DEVELOPMENT OF POLICE CAR BRAKE STAN-
DARDS
HS-018 276
Yoder, Harry D.
THE ELECTRIC MULTISTOP FLEET DELIVERY
VEHICLE-FACT OR FANTASY
HS-018 148
Young, J. W.
DEVELOPMENT AND EVALUATION OF MASTER-
BODY FORMS FOR THREE- YEAR OLD AND SIX-
YEAR OLD CHILD DUMMIES. FINAL REPORT
HS-801 811
MASS DISTRIBUTION PROPERTIES OF THE MALE
CADAVER
HS-018 282
Yurysta, Thomas H.
THE EFFECT OF COMMERCIAL VEHICLES ON
DELAY AT INTERSECTIONS
HS-018 254
Zacmanidis, P. J.
AUTOMOTIVE EXHAUST SENSORS USING TITANIA
CERAMIC
HS-018 231
Zaidel, D.
AN EXPERIMENTAL STUDY OF DRIVER AND
PEDESTRIAN INTERACTION DURING THE
CROSSING CONFLICT
HS-018 191
Zercher, John C.
CHEMICAL TRANSPORTATION
CENTER
EMERGENCY
HS-018 219
Ziedman, Ken
DATA ANALYSIS FOR DRIVER PERFORMANCE STU-
DIES. VOL. 2. A COMPUTER PROGRAM FOR ANALY-
SIS OF EYE MOVEMENT PATTERNS. FINAL REPORT
HS-801 831
Zylman, Richard
DRINKING-DRIVING AND FATAL CRASHES: A NEW
PERSEPCTIVE
HS-018 197
Corporate Author Index
American Safety Belt Council
SEAT BELT USE LAWS: A SOLUTION TO OCCUPANT
FATALITY AND INJURY REDUCTION
HS-018 225
Amex Systems, Inc., 5319 W. 146th St., Lawndale, Calif.
90260
DATA ANALYSIS FOR DRIVER PERFORMANCE STU-
DIES. VOL. 1. PDP-8 DATA ACQUISITION SYSTEM
FOR DRIVER SIMULATION LABORATORIES. FINAL
REPORT
HS-801 830
DATA ANALYSIS FOR DRIVER PERFORMANCE STU-
DIES. VOL. 2. A COMPUTER PROGRAM FOR ANALY-
SIS OF EYE MOVEMENT PATTERNS. FINAL REPORT
HS-801 831
Arizona State Univ.
ARIZONA STATE UNIVERSITY'S DESIGN APPROACH
TO THE REV 74 COMPETITION
HS-018 176
AB Volvo
STEPPED BORE MASTER CYLINDER-A WAY OF IM-
PROVING DUAL BRAKE SYSTEMS
HS-018 270
AMF, Inc.
RADIAL PLY TIRES-HOW DIFFERENT ARE THEY IN
THE LOW LATERAL ACCELERATION REGIME
HS-018 279
B. F. Goodrich Co.
ROUGHNESS IN STEEL-BELTED RADIAL TIRES-
MEASUREMENT AND ANALYSIS
HS-018 285
THE EFFECT OF BELT MATERIALS ON PER-
FORMANCE OF RADIAL PASSENGER TIRES
HS-018 280
TIRE INDUCED STEERING PULL
HS-018 281
Battelle Columbus Labs.
SAFETY IN URBAN MASS TRANSPORTATION:
RESEARCH REPORT. SUMMARY
HS-018 236
Battelle, Columbus Labs., 505 King Ave., Columbus,
Ohio 43201
SAFETY IN URBAN MASS TRANSPORTATION:
GUIDELINES MANUAL
HS-018 237
Battronic Truck Corp.
THE ELECTRIC MULTISTOP FLEET DELIVERY
VEHICLE-FACT OR FANTASY
HS-018 148
Bendix Corp.
CLOSED-LOOP ELECTRONIC FUEL AND AIR CON-
TROL OF INTERNAL COMBUSTION ENGINES
HS-018 265
Borg-Warner Corp., Borg and Beck Div.
rr-TYT? X7AT>TAnTT7 T> A TT/"\ X>
Boyertown Auto Body Works
THE ELECTRIC MULTISTOP FLEET DELIVERY
VEHICLE-FACT OR FANTASY
HS-018 148
British Railways Board
THE FUNCTION AND PERFORMANCE OF BETA
ALUMINA IN SODIUM/SULPHUR CELLS
HS-018 266
Bureau of Traffic Engineering and Electrical Services,
Res. and Planning Section, Milwaukee, Wis.
BICYCLE-MOTOR VEHICLE ACCIDENT TRENDS IN
THE CITY OF MILWAUKEE. 1971-1973
HS-018 206
Burmah Castrol Co., Res. Lab., United Kingdom
BRAKE FLUID FUNCTIONABILITY IN CONVEN-
TIONAL AND ANTI-SKID SYSTEMS IN ARCTIC CON-
DITIONS
HS-018 268
California Office of Traffic Safety
MANDATORY MOTORCYCLE HELMET STATISTICAL
ANALYSIS AND SAFETY STUDY
HS-018 160
Calspan Corp.
RADIAL PLY TIRES-HOW DIFFERENT ARE THEY IN
THE LOW LATERAL ACCELERATION REGIME
HS-018 279
Calspan Corp., Buffalo, N.Y. 14221
RESEARCH SAFETY VEHICLES (RSV). PHASE 2.
THIRD STATUS REPORT
HS-801 815
Calspan Corp., 4455 Genesee St., Buffalo, N.Y. 14221
ACCIDENT-AVOIDANCE CAPABILITIES OF MOTOR-
CYCLES-TECHNICAL REPORT. FINAL REPORT
HS-801 810
DEVELOPMENT OF AN AIR BAG-CRUSHABLE DASH-
KNEE BAR PASSIVE RESTRAINT SYSTEM FOR
SMALL CARS. FINAL TECHNICAL REPORT
HS-801 789
DEVELOPMENT OF AN AIR BAG-CRUSHABLE DASH-
KNEE BAR PASSIVE RESTRAINT SYSTEM FOR
SMALL CARS. SUMMARY REPORT
HS-801 819
Calspan Corp., 4455 Genesee St., P.O. Box 235, Buffalo,
N.Y. 14221
OCCUPANT SURVIVABILITY IN LATERAL COLLI-
SIONS. VOL. 1. FINAL TECHNICAL REPORT
HS-801 801
OCCUPANT SURVIVABILITY IN LATERAL COLLI-
SIONS. VOL. 2-APPENDICES. FINAL TECHNICAL RE-
PORT
HS-801 802
OCCUPANT SURVIVABILITY IN LATERAL COLLI-
SIONS. SUMMARY REPORT. FINAL TECHNICAL RE-
PORT
HS-801 803
HSL 76-07
Century Res. Corp., 4113 Lee Hwy., Arlington, Va.
22207
REFLECTORIZED LICENSE PLATES: A REVIEW AND
ANALYSIS OF RESEARCH, TECHNICAL DATA AND
DOCUMENTATION RELATED TO THEIR USE
HS-018 295
Chemical Transportation Emergency Center
CHEMICAL TRANSPORTATION EMERGENCY
CENTER
HS-018 219
Chrysler Corp.
OCCUPANT PROTECTION-BACK TO THE BASICS
HS-018 274
VEHICLE TO VEHICLE COLLISIONS UTILIZING
ENERGY ABSORBING UNITS
HS-018 165
City of San Jose, Bicycle Safety for Santa Clara County
Proj., 460 Park Ave., Room 103, San Jose, Calif. 95110
A BICYCLE SAFETY PROGRAM GUIDELINE FOR
PARENTS ORGANIZATIONS
HS-018 262
Civil Aeromedical Inst., FA A
MASS DISTRIBUTION PROPERTIES OF THE MALE
CADAVER
HS-018 282
Civil Aeromedical Res. Inst., Oklahoma City, Okla.
DEVELOPMENT AND EVALUATION OF MASTER-
BODY FORMS FOR THREE-YEAR OLD AND SIX-
YEAR OLD CHILD DUMMIES. FINAL REPORT
HS-801 811
Department of Commerce
A REVIEW OF PHILOSOPHICAL CONSIDERATIONS
IN THE DEVELOPMENT OF RADAR BRAKE
SYSTEMS
HS-018 161
Department of Motor Transport, Traffic Accident Res.
Unit, N.S.W., Australia
DRINK-DRIVING PROPAGANDA IN SYDNEY, AUS-
TRALIA: EVALUATION OF FIRST STAGE, INFORMA-
TION CAMPAIGN
HS-018 142
Department of Motor Transport, Traffic Accident Res.
Unit, Box 28, G.P.O., Sydney, 2001 Australia
THE EPIDEMIOLOGY OF POLE CRASHES
HS-018 193
Department of Transportation
A REVIEW OF PHILOSOPHICAL CONSIDERATIONS
IN THE DEVELOPMENT OF RADAR BRAKE
SYSTEMS
HS-018 161
EVALUATION OF TWO CONVEX MIRROR SYSTEMS
BY GOVERNMENT DRIVERS
HS-018 273
Department of Transportation, Library Services Div.,
Washington, D. C. 20590
TRANSPORTATION FOR THE HANDICAPPED.
SELECTED REFERENCES
Department of Transportation, Transportation Systems
Center, Kendall Square, Cambridge, Mass. 02142
FUEL CONSUMPTION OF TRACTOR-TRAILER
TRUCKS AS AFFECTED BY SPEED LIMIT AND
PAYLOAD WEIGHT. FINAL REPORT
HS-018 189
Department of Transportation, Washington, D.C.
A STATEMENT OF NATIONAL TRANSPORTATION
POLICY BY THE SECRETARY OF TRANSPORTATION,
SEPTEMBER 17, 1975, WASHINGTON, D.C.
HS-018 149
Deutsche Automobilgesellschaft Forschungslaboratorium
(Germany)
NICKEL-ZINC STORAGE BATTERIES AS ENERGY
SOURCES FOR ELECTRIC VEHICLES
HS-018 178
ELECTRICAL PROPULSION SYSTEMS FOR BATTERY
DRIVEN ROAD VEHICLES WITH HYDRODYNAMIC
TRANSMISSION OF POWER
HS-018 227
District of Columbia Dept. of Transportation, Purdue
Univ., West Lafayette, Ind.
EVALUATION OF FACTORS INFLUENCING
DRIVEWAY ACCIDENTS
HS-018 255
Educational Testing Service, Princeton, N.J.
AN ANALYSIS OF THE RELATIONSHIPS BETWEEN
THE RENEWAL RULES TESTS AND THE ACCIDENT
AND VIOLATION HISTORIES
HS-018 210
Essex Corp., 201 North Fairfax St., Alexandria, Va.
22314
A COMPARISON OF ALCOHOL INVOLVEMENT IN
EXPOSED AND INJURED DRIVERS. PHASES 1 AND 2.
FINAL REPORT
HS-801 826
Ferroalloys Assoc.
FERROUS FOUNDRY INDUSTRY LONG-RANGE OUT-
LOOK FOR RAW MATERIALS
HS-018 163
Firestone Tire and Rubber Co.
BEAD CONTACT PRESSURE MEASUREMENTS AT
THE TIRE-RIM INTERFACE
HS-018 287
Firestone Tire and Rubber Co., Hamill Mfg. Co. Div.
SEAT BELT USE LAWS: A SOLUTION TO OCCUPANT
FATALITY AND INJURY REDUCTION
HS-018 225
Ford Motor Co. of Canada Ltd.
A REVIEW OF SUCCESSFUL FUEL CONSERVATION
MEASURES FOR MOTOR VEHICLE FLEETS
HS-018 147
Ford Motor Co.
AN OVERVIEW OF THE SODIUM-SULFUR BATTERY
HS-018 179
DETERMINATION OF RESTRAINT EFFECTIVENESS.
AIRBAG CRASH TEST REPEATABILITY
juiy
THE DESIGN AND TESTING OF A COMPLETELY
WATERPROOF ELECTRICAL CONNECTOR FOR AU-
TOMOTIVE USE
HS-018 171
Ford Motor Co., Scientific Res. Staff
AUTOMOTIVE EXHAUST SENSORS USING TITANIA
CERAMIC
HS-018 231
General Electric Plastics
THERMOPLASTICS PRODUCE SIGNIFICANT WEIGHT
REDUCTION IN AUTOMOTIVE APPLICATIONS
HS-018 183
General Motors Corp., Delco Moraine Div.
THE MANUFACTURE OF DISC BRAKE LININGS
HS-018 233
General Motors Corp., Design Staff
METHODS FOR DETERMINING UNOBSCURED
AREAS ON INSTRUMENT PANELS
HS-018 234
General Motors Corp., Res. Labs.
EFFECT OF VEHICLE MIX ON TWO-CAR HEAD-ON
IMPACT
HS-018 169
General Motors Res. Labs.
ANTHROPOMETRIC BASIS OF THE GM ATD 502
CRASH TEST DUMMY
HS-018 283
General Res. Corp., Westgate Res. Park, McLean, Va.
22101
SYSTEMS ANALYSIS OF ALCOHOL COUNTERMEA-
SURES. FINAL TECHNICAL REPORT
HS-801 792
Globe-Union Inc., Globe Battery Div.
THERMAL/VOLTAGE RESPONSE CHARACTERISTICS
OF AUTOMOTIVE NONANTIMONIAL LEAD-ACID
BATTERIES
HS-018 286
Hercules Inc.
WEIGHT REDUCTION OF AUTOMOTIVE PARTS BY
USE OF POLYPROPYLENE
HS-018 181
Highway Loss Data Inst., Watergate Six Hundred,
Washington, D.C. 20037
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. RELATIONSHIPS BETWEEN LOSSES
AND VEHICLE BODY STYLE. 1974 AND 1975 MODELS
HS-018 138
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. RELATIONSHIPS BETWEEN LOSSES
AND VEHICLE DENSITY. 1974 AND 1975 MODELS
HS-018 139
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. VARIATIONS BY MAKE AND SERIES.
1974 MODELS DURING THEIR FIRST TWO YEARS
HS-018 140
AUTOMOBILE INSURANCE LOSSES COLLISION
COVERAGES. VARIATIONS BY MAKE AND SERIES.
1973 MODELS DURING THEIR FIRST THREE YEARS
HS-018 141
Highway Safety Res. Inst.
HOW MUCH SAFER ARE YOU IN A LARGE CAR
HS-018 168
Highway Users Federation, Transportation Devel. Div.,
1776 Massachusetts Ave., N.W., Washington, D.C. 20036
THE ECONOMIC COST OF COMMUTING
HS-018 261
Hwy. Safety Res. Inst.
MASS DISTRIBUTION PROPERTIES OF THE MALE
CADAVER
HS-018 282
Indiana Univ., Inst. for Res. in Public Safety, 400 East
Seventh St., Bloomington, Ind. 47401
RAPID RESPONSE SYSTEM TO GENERATE
HIGHWAY CRASH DATA. FINAL REPORT
HS-801 796
Insurance Inst. for Hwy. Safety
PASSIVE VS. ACTIVE [EQUALS] LIFE VS. DEATH
HS-018 272
Interplan Corp., 100 North Hope Ave., Santa Barbara,
Calif. 93110
POTENTIAL FOR FLEXICAB SERVICES: INNOVA-
TIVE USES OF TAXIS AND JITNEYS FOR PUBLIC
TRANSPORTATION. FINAL REPORT
HS-018 216
Istituto Sperimentale Auto e Motori S.p.A. 03012 Anagni
(FR) Italy
AN AUTOMATIC DATA ACQUISITION SYSTEM OF
VEHICLE CONTROL AND ROAD HOLDING
HS-018 256
ITT Cannon Electric
SURE-SEAL ENVIRONMENTAL CONNECTORS FOR
AUTOMOTIVE ELECTRONICS
HS-018 172
Janeway Engineering Co.
HUMAN VIBRATION TOLERANCE CRITERIA AND
APPLICATIONS TO RIDE EVALUATION
HS-018 223
Japan Automobile Res. Inst., Inc.
STUDY ON JAPANESE DRIVER EYE POSITION
HS-018 235
Johnson, Matthey and Co., Ltd. (England)
PLATINUM FILM TEMPERATURE SENSORS
HS-018 232
JHK and Associates, Suite 1112, 4660 Kenmore Ave.,
Alexandria, Va. 22304
LOCATING DETECTORS FOR ADVANCED TRAFFIC
CONTROL STRATEGIES. HANDBOOK. INTERIM RE-
PORT
HS-018 253
Laboratoire d'Anthropologie et d'Ecologie Humaine
(France)
DYNAMIC ANTHROPOMETRY AND DESIGN OF A
VEHICLE DRIVER'S CONTROL AREA
HS-018 284
Loctite Corp.
ANAEROBIC ADHESIVES FOR SHEET METAL AS-
SEMBLY
HS-018 173
Lord Corp., Lord Kinematics Div.
LIMITS OF RIDE QUALITY THROUGH CAB ISOLA-
TION
HS-018 222
Los Angeles Police Dept.
DEVELOPMENT OF POLICE CAR BRAKE STAN-
DARDS
HS-018 276
Lucas Electrical Co., Ltd. (England)
DESIGN OF ELECTRONICS FOR THE AUTOMOTIVE
ENVIRONMENT
HS-018 185
Metal Powder Industries Federation
THE IMPACT OF THE ENERGY AND MATERIALS
RESOURCE PROBLEMS ON POWDER METALLURGY
HS-018 164
Michigan State Univ.
HIGHWAY TRAFFIC SAFETY COMMUNICATION: A
STUDY OF THE OPINIONS OF MASS MEDIA
REPRESENTATIVES IN THE STATE OF MICHIGAN
TOWARD HIGHWAY TRAFFIC SAFETY INFORMA-
TIONAL SERVICES
HS-018 241
Michigan Technological Univ.
THE DESIGN OF A 4 WHEEL STEER-4 WHEEL
HYDROSTATIC DRIVE ALL-TERRAIN VEHICLE FOR
REV-74
HS-018 175
Middle East Technical Univ. (Turkey)
INVESTIGATION INTO THE DEGREE OF APPLICA-
TION OF THE FREQUENCY PARAMETER AT PART
THROTTLE CONDITION IN GASOLINE ENGINES
HS-018 293
Midland-Ross Corp.
HYDRAULIC POWER BRAKE BOOSTER FOR SMALL
CARS
HS-018 269
Midwest Res. Inst., 425 Volker Blvd., Kansas City, Mo.
64110
MARIHUANA CONTACT TEST, EVALUATION AND
DEVELOPMENT. FINAL REPORT
HS-801 828
Military Traffic Management Command Transportation
Engineering Agency
DETERMINING HIGHWAY SHOCK INDEX
HS-018 220
Minicars, Inc., 35 La Patera Lane, Goleta, Calif. 93017
RESEARCH SAFETY VEHICLE. PHASE 2. (RSV)
PROGRESS REPORT NO. 3, NOVEMBER 17, 1975 TO
JANUARY 16, 1976
HS-801 822
Mitre Corp., 1820 Do J ley Madison Blvd., McLean, Va.
22101
CHARACTERISTICS OF TRUCK IN SINGLE ANE
TWO-VEHICLE FATAL CRASHES. FINAL REPORT
HS-801 8i:
DRIVERS IN FATAL CRASHES WITH AND WITHOU1
DRIVER TRAINING
HS-801 81:
DETERMINING TARGET DRIVERS FOR SPEED
ORIENTED COUNTERMEASURES
HS-801 81'
Motor Vehicle Manufacturers Assoc. of the United
States, Inc.
1976 LICENSE PLATE DISPLAY REQUIREMENTS
HS-018 18'
Motorola, Inc.
EFFECTS OF UNDER-THE-HOOD TEMPERATURE;
ON ELECTRONIC IGNITION SYSTEMS
HS-018 22
National Bureau of Standards
IS THE PROPOSED FEDERAL STANDARD FOI
BRAKES ADEQUATE FOR POLICE PATROL VEHI
CLES?
HS-018 27:
National Hwy. Traffic Safety Administration
COMPATIBILITY BETWEEN BIG AND LITTLE CARS
HS-018 16
National Hwy. Traffic Safety Administration,
Washington, D.C. 20590
MOTOR VEHICLE SAFETY DEFECT RECALL CAM
PAIGNS. JULY 1, 1975 TO SEPTEMBER 30, 197!
DETAILED REPORTS. QUARTERLY REPORT
HS-801 77
ADMINISTRATIVE ADJUDICATION OF TRAFFIC IN
FRACTIONS. HIGHWAY SAFETY ACT OF 197
(SECTION 222) [ANNUAL REPORT NO. 1]
HS-801 82
National Hwy. Traffic Safety Administration,
Washington, D. C. 20590
EMERGENCY MEDICAL SERVICES PROGRAM AC
MINISTRATION PROTOTYPE CURRICULUM. CUR
RICULUM GUIDE
HS-801 82
National Hwy. Traffic Safety Administration, 400
Seventh St., S.W., Washington, D.C. 20590
MULTIDISCIPLINARY ACCIDENT INVESTIGATE!
SUMMARIES. VOL. 6, NO. 8
HS-801 49
MULTIDISCIPLINARY ACCIDENT INVESTIGATIOI
SUMMARIES. VOL. 6, NO. 5
HS-801 49
MULTIDISCIPLINARY ACCIDENT INVESTIGATIOI
SUMMARIES. VOL. 6, NO. 4
HS-801 50
National Safety Council, Statistics Div., Chicago, 111.
60611
FACTORS CONTRIBUTING TO THE REDUCTION O:
MOTOR VEHICLE TRAFFIC FATALITIES (JANUARY
APRIL 1974 VS JANUARY- APRIL 1973)
HS-018 19
July 3i,iyyt>
FACTORS CONTRIBUTING TO THE REDUCTION OF
MOTOR VEHICLE TRAFFIC FATALITIES (MAY-AU-
GUST 1974 VS MAY-AUGUST 1973)
HS-018 195
New York State Dept. of Motor Vehicles
CHARACTERISTICS OF VEHICLES OWNED BY
"DRUNKEN DRIVERS" IN NEW YORK STATE
HS-018 208
LARGE AND SMALL CAR ACCIDENT PER-
FORMANCE: A LARGE SCALE ACCIDENT DATA
BASE ANALYSIS
HS-018 166
Nissan Motor Co., Ltd., Yokosuka, Japan
ADVANCED METHOD FOR REDUCTION IN AXLE
GEAR NOISE
HS-018 180
Northwestern Univ., Evanston, 111. 60201
THE IMMEDIATE IMPACT OF GASOLINE
SHORTAGES ON URBAN TRAVEL BEHAVIOR. FINAL
REPORT
HS-018 215
Office of Univ. Res., Office of the Secretary of
Transportation, Washington, D. C. 20590
REGULATIONS AND TRANSPORTATION. REPORT OF
THE THIRD WORKSHOP ON NATIONAL TRANSPOR-
TATION PROBLEMS
HS-018 151
Organisation for Economic Co-operation and Devel., Rd.
Res. Group, Paris, France
ROADSIDE OBSTACLES: THEIR EFFECTS ON THE
FREQUENCY AND SEVERITY OF ACCIDENTS:
DEVELOPMENT AND EVALUATION OF COUNTER-
MEASURES
HS-018 245
Owens-Corning Fiberglas Corp., Transportation
Materials Div.
WEIGHT SAVING APPROACHES THROUGH THE USE
OF FIBER GLASS-REINFORCED PLASTIC
HS-018 182
Peat, Marwick, Mitchell and Co., 1025 Connecticut Ave.,
N.W., Washington, D.C. 20036
LOCATING DETECTORS FOR ADVANCED TRAFFIC
CONTROL STRATEGIES. HANDBOOK. INTERIM RE-
PORT
HS-018 253
Planning and Human Systems, Inc., 3301 New Mexico
Ave., N.W., Washington, D.C. 20016
REVIEW OF STATE AND COMMUNITY HIGHWAY
ALCOHOL SAFETY PROJECTS: A STUDY OF THE
STIMULUS EFFECT OF NHTSA ALCOHOL SAFETY
PROGRAMS. VOL. 1. FINAL REPORT
HS-801 797
REVIEW OF STATE AND COMMUNITY HIGHWAY
ALCOHOL SAFETY PROJECTS: A STUDY OF THE
STIMULUS EFFECT OF NHTSA ALCOHOL SAFETY
PROGRAMS. VOL. 2. FINAL REPORT
HS-801 798
Proudfoot and Associates, Inc., Toledo, Ohio
THE EFFECT OF COMMERCIAL VEHICLES ON
DELAY AT INTERSECTIONS
HS-018 254
Purdue Univ., School of Mech. Engrg.
ESTIMATION OF CONTRIBUTED NOISE LEVELS OF
DIESEL ENGINE COMPONENTS FROM VIBRATION
MEASUREMENTS
HS-018 184
HYDROSTATIC DRIVE ALL TERRAIN VEHICLE
HS-018 177
Purdue Univ., West Lafayette, Ind.
THE EFFECT OF COMMERCIAL VEHICLES ON
DELAY AT INTERSECTIONS
HS-018 254
Queens Univ., Studies of Safety in Transport, Kingston,
Ont., K7L 3N6 Canada
ROAD USER BEHAVIOUR AND TRAFFIC SAFETY:
TOWARD A RATIONAL STRATEGY OF ACCIDENT
PREVENTION
HS-018 188
Radio Corp. of Amer.
DUAL-MODE AUTOMOBILE COLLISION AVOIDANCE
RADAR
HS-018 162
Research Triangle Inst., P.O. Box 12194, Res. Triangle
Park, N.C. 27709
IMPROVED EXPOSURE MEASUREMENTS. FINAL RE-
PORT
HS-801 806
Robert Bosch GMBH (Germany)
CERAMIC ASPECTS OF THE BOSCH LAMBDA-SEN-
SOR
HS-018 230
Shaker Res. Corp.
DETERMINATION OF TIRE
FROM VEHICLE BEHAVIOR
CHARACTERISTICS
HS-018 229
Systems Res. Labs.
BEAD CONTACT PRESSURE MEASUREMENTS AT
THE TIRE-RIM INTERFACE
HS-018 287
Systems Technology, Inc., 13766 South Hawthorne Blvd.,
Hawthorne, Calif. 90250
COMPARISON OF HUMAN DRIVER DYNAMICS IN
AN AUTOMOBILE ON THE ROAD WITH THOSE IN
SIMULATORS HAVING COMPLEX AND SIMPLE
VISUAL DISPLAYS
HS-018 211
TEST PROCEDURES AND PERFORMANCE MEA-
SURES SENSITIVE TO AUTOMOBILE STEERING
DYNAMICS
HS-018 212
Texas A and M Univ., Texas Transportation Inst.,
College Station, Tex. 77843
VEHICLE-PAVEMENT INTERACTION STUDY. FINAL
REPORT
HS-018 190
i oyoia ivioior i_,o.
COMPARISON OF THREE TYPES OF FRONT BODY
CONSTRUCTION OF SUB-COMPACT CARS
HS-018 159
Transportation Res. Board, 2101 Constitution Ave.,
N.W., Washington, B.C. 20418
HAZARDOUS MATERIALS TRANSPORTATION AND
HIGHWAY MAINTENANCE
. , HS-018 217
Ultrasystems, Inc., Dynamic Science Div., 1850 West
Pinnacle Peak Rd., Phoenix, Ariz. 85027.
MATHEMATICAL MODEL OF FOUR-WHEELED
VEHICLE FOR HYBRID COMPUTER VEHICLE HAN-
DLING PROGRAM
HS-801 800
HANDLING TEST PROCEDURES FOR LIGHT
TRUCKS, VANS, AND RECREATIONAL VEHICLES.
FINAL REPORT
HS.-8Q1 824
HANDLING TEST PROCEDURES FOR LIGHT
TRUCKS, VANS, AND RECREATIONAL VEHICLES-
SUMMARY REPORT. FINAL REPORT
HS-801 825
EVALUATION OF SELF-CONTAINED
ANTHROPOMORPHIC DUMMY DATA ACQUISITION
SYSTEM. FINAL REPORT
HS-801 827
University of Cincinnati
REV-74-THE UNIVERSITY OF CINCINNATI ATV
WITH INDEPENDENT SUSPENSION
HS-018 174
University of Denver Coll. of Law, 200 West 14th Ave.,
Denver, Colo. 80204
SYMPOSIUM ON EFFECTIVE HIGHWAY SAFETY AD-
JUDICATION. VOL. 1. FINAL REPORT
HS-801 779
SYMPOSIUM ON EFFECTIVE HIGHWAY SAFETY AD-
JUDICATION. VOL. 2. FINAL REPORT
HS-801 780
University of Florida
STYLING VS. SAFETY: THE AMERICAN AUTOMO-
BILE INDUSTRY AND THE DEVELOPMENT OF AU-
TOMOTIVE SAFETY, 1900-1966
HS-018 239
University of Michigan
A BRAKING EFFICIENCY TEST TECHNIQUE
HS-018 277
A RESEARCH DESIGN TO COLLECT DATA FOR A
SECOND GENERATION EYELLIPSE
HS-018 263
ANTHROPOMETRY OF U.S. INFANTS AND CHIL-
DREN
HS-018 157
University of Michigan, Hwy. Safety Res. Inst.
COMPARISON OF EYE FIXATIONS OF OPERATORS
OF MOTORCYCLES AND AUTOMOBILES
HS-018 264
umveiaiij' vs. ivjjtmgaii , iuwj. o*uci_y jn.ca. amaiu, /xiui
Arbor, Mich. ,
THE NATIONAL ELECTRONIC INJURY SURVEIL-
LANCE SYSTEM AND BICYCLE-ASSOCIATED AC-
CIDENTS: FINAL REPORT
HS-018 292
University of Michigan, Hwy. Safety Res. Inst., Ann
Arbor, Mich. 48105
SOME CHARACTERISTICS OF LIGHT-TRUCK AC-
CIDENTS IN TEXAS. FINAL REPORT
HS-018 294
University of Michigan, Hwy. Safety Res. Inst., Ann
Arbor, Mich. 48109
CHILD RESTRAINT LATERAL IMPACT TESTS. FINAL
REPORT
: HS-801 788
University of Michigan, Hwy. Safety Res. Inst., Ann
Arbor, Mich. 48105
MOTORCYCLE HEADLIGHTING RESEARCH. FINAL
REPORT
HS-801 804
University of Michigan, Hwy. Safety Res. Inst., Ann
Arbor, Mich.
DEVELOPMENT AND EVALUATION OF MASTER-
BODY FORMS FOR THREE-YEAR OLD AND SIX-
YEAR OLD CHILD DUMMIES. FINAL REPORT
HS-801 811
University of North Carolina, Hwy. Safety Res. Center,
Chapel Hill, N.C.
THE EVALUATION OF THE NORTH CAROLINA K-9
TRAFFIC SAFETY CURRICULUM
HS-018 291
University of North Carolina, Hwy. Safety Res. Center,
Chapel Hill, N.C. 27514
PROBLEMS OF INFERENCE IN STUDIES OF SEAT
BELT EFFECTIVENESS. FINAL REPORT
HS-801 805
University of Oklahoma
ENVIRONMENTAL FACTORS AS CAUSATIVE
AGENTS IN MOTOR VEHICLE INTERSECTION COL-
LISIONS
HS-018 242
THE PHYSIOLOGICAL EFFECTS OF ALCOHOL ON
INDIVIDUALS AND THEIR ABILITY TO DRIVE AN
AUTOMOBILE
HS-018 240
University of Oklahoma, Center for Safety Res.,
Oklahoma City, Okla. 73104
MULTIDISCIPLINARY ACCIDENT INVESTIGATION.
OKLAHOMA. FINAL REPORT
HS-801 799
University of Utah
AN INVESTIGATION OF INTEGRATED RE-
TARDER/FOUNDATION BRAKE SYSTEMS FOR COM-
MERCIAL VEHICLES
HS-018 170
July 3 1,1 976
University of Wisconsin
A METHOD FOR ESTIMATING MILEAGE IMPROVE-
MENT AND EMISSION REDUCTIONS ACHIEVABLE
BY HYBRIDtELECTRIC VEHICLES
HS-018 228
Virginia Dept. of Highways and Transportation,
Arlington
CHARACTERISTICS OF HAZARDOUS CARGO SHIP-
MENTS ON VIRGINIA HIGHWAYS
HS-018 218
Virginia Div. of Hwy. Safety, Richmond
CHARACTERISTICS OF HAZARDOUS CARGO SHIP-
MENTS ON VIRGINIA HIGHWAYS
HS-018 218
Virginia Hwy. and Transportation Res. Council, Box
3817 University Station, Charlottesville, Va. 22903
AN EVALUATION OF THE EFFECTS OF TREAD
DEPTH, PAVEMENT TEXTURE, AND WATER FILM
THICKNESS ON SKID NUMBER-SPEED GRADIENTS
HS-018 204
Wayne State Univ.
PASSIVE AND ACTIVE RESTRAINT SYSTEMSPER-
FORMANCE AND BENEFIT/COST COMPARISON
HS-018 271
Webb Associates
MASS DISTRIBUTION PROPERTIES OF THE MALE
CADAVER
HS-018 282
Webb Associates, Inc., P.O. Box 308, Yellow Springs,
Ohio 45387
DEVELOPMENT AND EVALUATION OF MASTER-
BODY FORMS FOR THREE-YEAR OLD AND SIX-
YEAR OLD CHILD DUMMIES. FINAL REPORT
HS-801 811
Wright-Patterson Air Force Base
MASS DISTRIBUTION PROPERTIES OF THE MALE
CADAVER
HS-018 282
Wyoming Hwy. Patrol, P. O. Box 1708, Cheyenne, Wyo.
82001
AN EVALUATION OF STATE TRAFFIC SAFETY IN-
FORMATION AND EDUCATION PROGRAMS
HS-018 207
Contract Number Index
DOT-HS-022-2-418
Research Triangle List., P.O. Box 12194, Res. Triangle Park,
N.C. 27709
HS-801 806
DOT-HS-034-2-410
Indiana Univ., Inst. for Res. in Public Safety, 400 East
Seventh St., Bloomington, Ind. 47401
HS-801 796
DOT-HS-219-3-708
University of Oklahoma, Center for Safety Res., Oklahoma
City, Okla. 73104
HS-801 799
DOT-HS-249-3-704
University of Denver Coll. of Law, 200 West 14th Ave.,
Denver, Colo. 80204
HS-801 779
University of Denver Coll. of Law, 200 West 14th Ave.,
Denver, Colo. 80204
HS-801 780
DOT-HS-357-3-721-IA-MOD-3
Mitre Corp., 1820 Dolley Madison Blvd., McLean, Va.
22101
HS-801 812
Mitre Corp., 1820 Dolley Madison Blvd., McLean, Va.
22101
HS-801 813
Mitre Corp., 1820 Dolley Madison Blvd., McLean, Va.
22101
HS-801 814
DOT-HS-359-3-762
Systems Technology, Inc., 13766 South Hawthorne Blvd.,
Hawthorne, Calif. 90250
HS-018 211
Systems Technology, Inc., 13766 South Hawthorne Blvd.,
Hawthorne, Calif. 90250
HS-018 212
DOT-HS-4-00 907
University of Michigan, Hwy. Safety Res. Inst.
HS-018 264
DOT-HS-4-00807
Amex Systems, Inc., 5319 W. 146th St., Lawndale, Calif.
90260
HS-801 830
Amex Systems, Inc., 5319 W. 146th St., Lawndale, Calif.
90260
HS-801 831
DOT-HS-4-00853
Ultrasystems, Inc., Dynamic Science Div., 1850 West Pinna-
cle Peak Rd., Phoenix, Ariz. 85027
HS-801 800
Ultrasystems, Inc., Dynamic Science Div., 1850 West Pinna-
cle Peak Rd., Phoenix, Ariz. 85027
HS-801 824
Ultrasystems, Inc., Dynamic Science Div., 1850 West Pinna-
cle Peak Rd., Phoenix, Ariz. 85027
HS-801 825
DOT-HS-4-00897
University of North Carolina, Hwy. Safety Res. Center,
Chapel Hill, N.C. 27514
HS-801 805
DOT-HS-4-00907
University of Michigan, Hwy. Safety Res. Inst., Ann Arbor,
Mich. 48105
HS-801 804
DOT-HS-4-00922
Calspan Corp., 4455 Genesee St., P.O. Box 235, Buffalo,
N.Y. 14221
HS-801 801
Calspan Corp., 4455 Genesee St., P.O. Box 235, Buffalo,
N.Y. 14221
HS-801 802
Calspan Corp., 4455 Genesee St., P.O. Box 235, Buffalo,
N.Y. 14221
HS-801 803
DOT-HS-4-00939
Planning and Human Systems, Inc., 3301 New Mexico Ave.,
N.W., Washington, D.C. 20016
HS-801 797
Planning and Human Systems, Inc., 3301 New Mexico Ave.,
N.W., Washington, D.C. 20016
HS-801 798
DOT-HS-4-00954
Essex Corp., 201 North Fairfax St., Alexandria, Va. 22314
HS-801 826
DOT-HS-4-00972
Calspan Corp., 4455 Genesee St., Buffalo, N.Y. 14221
HS-801 789
Calspan Corp., 4455 Genesee St., Buffalo, N.Y. 14221
HS-801 819
DOT-HS-4-00976
Calspan Corp., 4455 Genesee St., Buffalo, N.Y. 14221
HS-801 810
DOT-HS-4-00995
General Res. Corp., Westgate Res. Park, McLean, Va. 22101
HS-801 792
DOT-HS-4-01003
Midwest Res. Inst., 425 Volker Blvd., Kansas City, Mo.
64110
HS-801 828
DOT-HS-5-01214
Calspan Corp., Buffalo, N.Y. 14221
HS-801 815
DOT-HS-5-01215
Minicars, Inc., 35 La Patera Lane, Goleta, Calif. 93017
HS-801 822
DOT-HS-6-01295
Ultrasystems, Inc., Dynamic Science Div., 1850 West Pinna-
cle Peak Rd., Phoenix, Ariz. 85027
HS-801 827
HSL 76-07
DOT-OS-400I5
Shaker Res. Corp.
HS-018 229
DOT-TSC-748
Interplan Corp., 100 North Hope Ave., Santa Barbara, Calif.
93110
HS-018 216
FDA-72-70
University of Michigan
HS-018 157
FH-11-8242
JHK and Associates, Suite 1112, 4660 Kenmore Ave., Alex-
andria, Va. 22304; Peat, Marwick, Mitchell and Co., 1025
Connecticut Ave., N.W., Washington, D.C. 20036
HS-018 253
FH-11-8500
Northwestern Univ., Evanston, 111. 60201
HS-018 215
NHTSA-5-1494
University of Michigan, Hwy. Safety Res. Inst., Ann Arbor,
Mich.; Civil Aeromedical Res. lost., Oklahoma City, Okla.;
Webb Associates, Inc., P.O. Box 308, Yellow Springs, Ohio
45387
HS-801 811
NHTSA-6-5180
University of Michigan, Hwy. Safety Res. Inst., Ann Arbor,
Mich. 48109
HS-801 788
N00140-73-C-A394
Battelle Columbus Labs.
HS-018 236
Battelle, Columbus Labs., 505 King Ave., Columbus, Ohio
43201
HS-018 237
Ref: DOT-HS-150-3-668
Amex Systems, Inc., 5319 W. 146th St., Lawndale, Calif.
90260
HS-801 830
Amex Systems, Inc., 5319 W. 146th St., Lawndale, Calif.
90260
HS-801 831
Report Number Index
Amex-0105-VoI-l
Amex-0105-Vol-2
AR-1
Bib-List-8
DOT-HS-034-2-410-75-RR5
DOT-TSC-OST-75-3
DOT-TSC-OST-75-52
DOT-TST-75-79
FHWA-RD-75-91
G-2460-1
HLDI-A-4
HLDI-A-5
HLDI-R73-4
HLDI-R74-3
JHRP-76-1
JHRP-76-3
MIN-PR-226
MTR-7111
MTR-7112
MTR-7113
OAD-CR-115
OK-73
Paper-171
PB-241 644.
HS-801 830
HS-801 499
PB-241 647
HS-801 831
HS-801 494
PB-242 292
HS-801 820
HS-018 151
PR-74-10
HS-018 158
HS-018 210
RR-138-7F
HS-801 796
HS-018 190
RR-1973-10
HS-018 189
HS-018 208
SAE-SP-394
HS-018 216
HS-018 157
SAE-750072
HS-018 151
HS-018 147
SAE-750075
HS-018 253
HS-018 148
SAE-750076
HS-018 237
HS-018 159
SAE-750086
HS-018 139
HS-018 161
SAE-750087
HS-018 138
HS-018 162
SAE-750100
HS-018 141
HS-018 163
SAE-750101
HS-018 140
HS-018 164
SAE-750110
HS-018 255
HS-018 165
SAE-750113
HS-018 254
HS-018 166
SAE-750114
HS-801 822
HS-018 167
SAE-750116
HS-801 814
HS-018 168
SAE-750117
HS-801 813
HS-018 169
SAE-750126
HS-801 812
HS-018 170
SAE-750137
HS-801 792
HS-018 171
SAE-750138
HS-801 799
HS-018 172
SAE-750140
HS-018 212
HS-018 173
SAE-750144
SAE-750363
HS-018 175
SAE-750145
SAE-750369
HS-018 176
SAE-750146
SAE-750375
HS-018 177
SAE-750147
SAE-750382
HS-018 178
SAE-750149
SAE-750383
HS-018 179
SAE-750150
SAE-750384
HS-018 180
SAE-750154
SAE-750385
HS-018 181
SAE-750155
SAE-750389
HS-018 182
SAE-750157
SAE-750391
HS-018 183
SAE-750160
SAE-750394
HS-018 184
SAE-750162
SAE-750395
HS-018 185
SAE-750163
SAE-750397
HS-018 221
SAE-750165
SAE-750398
HS-018 222
SAE-750166
SAE-750399
HS-018 223
SAE-750189
SAE-750404
HS-018 225
SAE-750193
SAE-750405
HS-018 227
SAE-750194
SAE-750406
HS-018 228
SAE-750211
SAE-750423
HS-018 229
SAE-750223
SAE-750424
HS-018 230
SAE-750224
SAE-750429
HS-018 231
SAE-750225
SAE-750430
HS-018 232
SAE-750228
SAE-750456
HS-018 233
SAE-750359
SAE-750458
HS-018 234
SAE-7S0360
SAE-750471
TJC mo ii<r
July 3 1,1 976
SAE-750474
Tech-Study-Memo-13
TRR-554
TTI-2-8-69-138-7F
UM-HSRI-BI-75-7
UM-HSRI-HF-75-3
UM-HSRI-SA-75-1
UM-HSRI-SA-75-15
UM-HSRI-SA-75-18
UMTA-RI-06-0005-75-1
UMTA-RI-06-0005-75-2
VHTRC-75-R40
ZM-5566-V-1
ZM-5566-V-2
HS-018 293
HS-801 819
ZM-5793-V
HS-018 261
HS-801 815
ZN-5571-V-1
HS-018 217
HS-801 810
ZS-5562-V-2-Vol-l
HS-018 190
HS-801 801
ZS-5562-V-2-Vol-2
HS-801 788
HS-801 802
ZS-5562-V-3
HS-801 804
HS-801 803
2/75
HS-018 213
HS-018 142
252U-760
HS-018 294
HS-801 806
3/75
HS-018 292
HS-018 193
3961-75-178
HS-018 236
HS-801 827
3964-C
HS-018 237
HS-801 828
8256-75-167
HS-018 204
HS-801 800
8256-75-168
HS-801 789
HS-801 824
8256-75-177
HS-801 825
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