7 research outputs found
6. Performing Organization Code 7. Authors
No full textTraffic Safety Administration, in the interest of information exchange. The opinions, findings and conclusions expressed in this publication are those of the author(s) and not necessarily those of the Department of Transportation or the National Highway Traffic Safety Administration. The United States Government assumes no liability for its content or use thereof. If trade or manufacturers ’ names or products are mentioned, it is because they are considered essential to the object of the publication and should not be construed as an endorsement. The United States Government does not endorse products or manufacturers. 1. Report No. DOT HS 809 671 2. Government Accession No. 3. Recipient's Catalog No
Misuse of Child Restraints
No full textNHTSA - Behavioral Safety Researchhttps://doi.org/10.21949/15255042004PDFResearch PaperDecina, L. E. (Larry E.)Lococo, K. (Kathy)TransAnalytics, LLCUnited States. National Highway Traffic Safety Administration. Office of Research and TechnologyUnited States. National Highway Traffic Safety AdministrationArizonaFloridaMississippiMissouriPennsylvaniaWashingtonChild restraint systemsData collectionRecommendationsDOT-HS-809-671NTIS-PB2004105231DTNH-22-01-H-05180Block, AlanFinal reportThe purpose of this study was to obtain a measure of the current level of misuse of child restraint systems (CRSs) among the general public. The project focused specifically on forms of misuse that can be expected to raise the risk of injury. CRS use and critical misuse data were collected in the Fall of 2002 for 5,527 children weighing less than the driver-estimated weight of 80 lb in 4,126 vehicles in 6 States: Arizona, Florida, Mississippi, Missouri, Pennsylvania, and Washington. Results showed that 62.3% of these children were restrained in a CRS; 25.9% were restrained in a safety belt (SB); and 11.8% were unrestrained. By weight class, CRS use was 97.1% for children less than 20 lb; 86.4% for children 20 to 39 lb; 41.7% for children 40 to 59 lb; and 10.9% for children 60 to 79 lb. Overall critical CRS misuse was 72.6%. Most common critical misuses were loose harness straps securing the child to the CRS and loose vehicle SB attachment around the CRS. Other types of CRS misuses were also observed and recorded in the study. A positive relationship was found between drivers using SBs and children being restrained -- 91.7% of the children who were transported by belted drivers were restrained in either a CRS or a SB, compared to 62.3% of the children transported by unbelted drivers. Recommendations are provided for periodic monitoring of CRS misuse, research needs, and enforcement and education. /Abstract from report summary page/129
Activity Level, Performance and Exposure among Older Drivers
No full textNHTSA - Behavioral Safety Researchhttps://doi.org/10.21949/15259632019PDFTech ReportStaplin, LorenLococo, Kathy H.Gish, Kenneth W.Stutts, Jane C.Srinivasan, RaghavanTransAnalytics, LLCUnited States. Department of Transportation. National Highway Traffic Safety AdministrationUnited States. Department of Transportation. National Highway Traffic Safety AdministrationUnited StatesNorth CarolinaAged driversPhysical fitnessDriver performanceSafetyFitness to driveAging (Biology)older driveractivity levelsedentarydriving performancedriving exposureDOT HS 812 734Contract No. DTNH22-11-D-00223,Task Order No. 03Staplin, L., Lococo, K. H., Gish, K. W., Stutts, J., & Srinivasan, R. (2019, September). Activity level, performance and exposure among older drivers (Report No. DOT HS 812 734). Washington, DC: National Highway Traffic Safety Administration.Final ReportThis project explored the relationship between the fitness of older people \u2013 operationalized through multiple measures of physical activity level and cognitive status \u2013 and their driving performance and exposure. A certified driver rehabilitation specialist conducted on-road evaluations for a study sample (n=67; mean age=78.6) recruited from senior residential communities in the vicinity of Chapel Hill, NC. GPS and video recorders installed in study participants\u2019 own vehicles collected naturalistic driving data for approximately one month. Functional status assessments included measures of head/neck/torso flexibility; lower limb strength, balance, and proprioception; visual search with divided attention; and executive function. Activity levels were gauged through the Phone-FITT questionnaire; the VO2max questionnaire and body measurements; and a pedometer that participants wore around their ankle for a month to record active minutes per day, steps per day, gait speed, and daily distance. Because of their complementary nature, the physical activity measures were combined into a single, continuous scale ranging from 1 (lowest level of physical activity) to 100 (highest level of activity), termed the Unified Physical Activity Index (UPAI). Subsequent correlations between UPAI scores and road test scores (operational, tactical, strategic, and total) showed that, while higher physical activity levels generally were associated with better road test performance, in all cases relationships were very weak, accounting for less than 3% of the variance in the performance evaluations. Similarly, UPAI scores failed to account for more than 1.5% of the variance in multiple measures of trip frequency, distance, or time, or of scanning behavior as characterized by frequency of side glances and over-the-shoulder checks. Correlations between functional status measures and performance and exposure also were very weak; the strongest (inverse) relationships, accounting for about 5% of variance, were between head/neck flexibility and shoulder checks per minute and between trails B score and minutes of driving per day. Logistic regression found that Trails B and Snellgrove Maze Test scores significantly predicted pass/fail outcomes on the road test, and a multiple regression model relating trails B (and other variables) to driving minutes per day indicated that the trails B relationship was statistically significant.129
Building Community Support for Seat Belt Enforcement: Implementation of Buckle Up Like a Champion Today in Norman, Oklahoma
No full textThis demonstration program used a holistic, multi-faceted approach containing Data-Driven Approaches to Crime and Traffic Safety (DDACTS), seat belt enforcement, community partner activity, education, and outreach to increase public support for enforcement and increase seat belt use. The Norman, Oklahoma, Police Department and its community partners planned and implemented its Buckle Up Like a Champion Today program from 2016 to 2019, focusing enforcement on high-risk areas for seat belt nonuse. Due to unforeseen circumstances it could not be implemented as planned, and citations for seat belt violations remained stable during the program period. An independent program evaluator found the slight increase in seat belt use rates could not be attributed solely to the program because seat belt use rates in the control area also increased. The evaluator also found no change in the community\u2019s attitudes toward the enforcement of seat belt laws
On the Art of the Saiva Temple Banteay Srei: Its Stylistic Position in the Art History of Cambodia
No full textIn March this year, on his way back from a research trip to India, the author had an opportunity of visiting Banteay Srei, a Śaiva temple situated alone in a jungle 21km. northeast of Angkor Thom. Though small in scale this temple is significant in the classical period of Cambodian art history as the place where a unique type of art was developed. After the publication of the monograph “Le temple d’Īçvarapura” in 1926 there have been reconstruction of the original buildings of the temple and discovery of previously unknown sources of information, and studies on the age and style of Banteay Srei art have seen progress. But it is surprise to find a recently published book (written in English) on Indian art and architecture still including statements on the temple which are based upon out-of-date chronology. The author therefore introduces herein to Japanese students, through his own observation as well as through reference to previous studies by French scholars, the outline of the unique art at Banteay Srei illustrated by photographs taken by himself, focusing his discussion on the position which Banteay Srei art holds in ihe history of Cambodian art.
The central and most important buildings of Banteay Srei were formerly considered, based upon the interpretation of numerous inscriptions that had been dicsovered, to have been constructed (or reconstructed) in 1304 A. D., but studies on other important inscriptions discovered thereafter have led to the theory, which is now generally accepted, that the temple was founded in 967 A. D. and that its buildings were all finished by about 1000 A. D. However, as is suggested by the fact that Banteay Srei art was once misunderstood by a certain scholar to be a “Lococo phase” of the last part of the classical period, it gives, at a glance, an impression of stylistic floridness; it should therefore be carefully studied whether the above-mentioned dating is applicable, from a stylistic point of view, to all fields of its architecture, ornamentation and sculpture.
French scholars—of whom M. H. Parmentier on architecture, Mme G. de Coral Rémusat on ornamentation as well as on the style of Banteay Srei art in general, and M. J. Boisselier on the stylistic analysis of sculpture, are worth special mention- have achieved notable progress in detailed analysis of the various styles of Khmer art, and they universally agree that the style of Banteay Srei should be dated to the late tenth century. The present author, in support of their theory, discusses that Banteay Srei art contains much of stylistic tradition carried on from ninth-century art, and is rich especially in “archaisant” elements; and he emphasizes that it does not show any tendency for “degeneration” of style indicative of the last period of classical age, but in stead is full of fresh, vivid effect; and that it reveals a new creation of artistic representation.
After discussing on the disposition of the buildings and on the motifs and style of their brilliant decoration, the author gives descriptions of the bas-reliefs illustrating stories, the relief images of gods and goddesses (dvārapāla and devatā) and the full-sculptured images. He emphasizes especially the fascinating harmonious portrayal of the goddesses (devatā), and the unique new style of Banteay Srei art represented by it.
The author takes this opportunity to express his sincerest gratitude to M. Louis Content and M. Henry Dufour of the Conservation who kindly guided him at his visit to Banteay Srei as well as to the sites in and around Angkor Thom.journal articl
THE effects of ageing on driving related performance
No full textAccording to one estimate, about 40 percent of the driving population will be over the age of 60by the year 2020 in the UK and currently, several hundred thousand drivers with dementia holddriving licenses. The number of motor vehicle crashes per unit distance of automobile travel is“U”-shaped, with risk increasing slightly between the ages of 55 and 60, but risk increasing witheach successive five-year interval. Some individuals who have mild dementia possess sufficientdriving skills to be designated as fit drivers. The most challenging assessment and decision for thephysician/licensing authority as regards fitness to drive lies in drivers who are questionablydemented or are in a state of very mild dementia.In the absence of a reliable standard protocol, some clinicians make judgment based on selfreporting,which has risks associated with it as lack of insight and judgment are potential commontraits of the population experiencing cognitive decline. Seldom is recourse made by healthprofessionals to on-road assessment as a first alternative as it requires a fee and such testingcenters are not readily available everywhere. This research addresses this issue of theidentification of cognitive tests that can be used to assess an individual’s ability to drive andespecially of those individuals that are questionably demented and are the most difficult toidentify. A younger and an older group consisting of 56 drivers in total were administered ninedifferent cognitive tests and two drives (Drive-I and Drive-II) on the STISIM driving simulator.The cognitive test ufov3 (involving the identification of a central target and simultaneously theradial localization of a peripheral target embedded in distracter triangles), which is the thirdsubtest of the UFOV (Useful Field of View) test showed the highest discriminating ability inseparating “poor-drivers” from “not-poor-drivers”, with 92.86 % of the drivers correctlyclassified. The next best discriminating ability in decreasing order of strength was that of dichoticlistening test, trail making test, rey-copy test and paper folding test. Also, age was found to be anexcellent discriminator of “poor-drivers” and “not-poor-drivers” with 91.07 % of the driverscorrectly classified. A composite cognitive measure consisting of the sum of all nine cognitivetests was not a better predictor than the ufov3 test alone; overall it was still an excellentdiscriminator, classifying 89.29 % of drivers correctly. The commonly recommended ClockDrawing test and the Trail Making test did not emerge as significant predictors of driving ability.A general driving skills linear model for prediction purposes was derived that explained 59 % ofthe variation in a general driving performance index with the ufov3 test, the dichotic listening testand the rey-recall test as significant predictors. Recommendations are made as to how this testshould be used to screen potentially at risk drivers
