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Effects of hood and fender design on pedestrian head protection
poorer in the laboratory, and this significantly decreased the level of RSI for verbal signs, relative to field levels of RSI. Also, the effects of sign conspicuity were greater in the laboratory. Nevertheless, there was a high level of agreement between laboratory and field results, both in absolute levels of RSI and in the patterns of influence of the various independent variables. Future use of the laboratory method is recommended. Drugs in Fatally Injured Young Male Drivers. A. F, W~llio~~, M. A. Peat, and D. 3. Crouch, Public Health Reports, 1985,100(1), 19-25,
In view of the uncertainty as to whether any drug other than alcohol plays more than a minor role in motor vehicle crashes, this study was undertaken in a population that has high drug use and high crash rate, young California males. In this study, blood was analyzed for 23 drugs or drug groups that have been ide~tifi~ by the National Highway Traffic Safety Administration as those that might impair driving. One or more drugs were detected in 81% of 4&l male drivers, age 15-34, killed in motor vehicle crashes in California; two or more were detected in 43%. Alcohol, the most frequently found drug, was detected in 70% of the drivers, marijuana in 37%) and cocaine in 11% . Each of 24 other drugs was detected in fewer than 5 % . Except for alcohol, drugs were infrequently found alone; typically, they were found in combination with high blood alcohol concentrations. The causal role of drugs in crashes was assessed by comparing drivers with and without drugs in terms of their responsibility for the crash. Alcohol was associated with increased crash r~po~ibility; the role of other drugs could not be adequately determined. Dynamic Testing of Innovative Solutions to Child Occupant Protection Problems. K. Weber and J&W. Meluin, Wnimrsity of Michigan, Tro~o~at~~ R~e~rch I~tit~te, Ann Arbor, MI, September 1984. Report No. UMTBI-84-28-I
This report brings together the results of 2 years of research into the effectiveness of 136
innovative, unconventional, and/or misused child occupant protection systems. Concepts studied and discussed include child restraint (CR) securement practices, CR orientation relative to the vehicle and the crash, upper torso restraint, and neck and abdominal injury potential. Conclusions and recommendations deal with the dangerous consequences of CR installation errors, the performance of seatbelt retractors and tightening devices, CR installation in vans and station wagons, the extended use of rear-facing restraints, the availability and fit of upper torso restraint for children, and the need for further research to guard against possible neck and abdominal injury.
Effects of Hood and Fender Design on Pedestrian Head Protection. H. B. Pritz, National Highway Traffic Safety Adminktration, Vehicle Be~eorch G Test Center, East Liberty, OH, Janwry 1984. NTIS No. PB84-207 950.
This report presents the results of an experimental study to establish baseline data on pedestrian head impacts onto the hoods and fenders of current production vehicles. Eight different current production vehicles from subcompact to full size were struck at numerous points on the surface using a headform impactor, Pedestrian accident inv~tigation files from the Pedestrian Injury Causation Study were used to identify principal head impact areas on the hood and the relation between vehicle velocity and head injury. It was found that there is a band across the hood about I foot wide where an adult head impact is very likely to occur. The results of the experiments indicate that the impact dynamics for the full range of vehicles were quite similar. Small effects were noted due to hood character lines, underhood framing, or hood design. The hood itself is a good energyabsorbing structure if sufficient clearance exists between the hood and the stiff engine and body components. The results show that bottoming frequently occurs on engine and body ~mponen~ with subsequent high impact levels. It is believed that significant benefits could be realized in reducing adult pedestrian head injuries by increasing the clearance between the hood and engine to 2-3 inches in the principal impact band. journat nf Safetu Research
In view of the uncertainty as to whether any drug other than alcohol plays more than a minor role in motor vehicle crashes, this study was undertaken in a population that has high drug use and high crash rate, young California males. In this study, blood was analyzed for 23 drugs or drug groups that have been ide~tifi~ by the National Highway Traffic Safety Administration as those that might impair driving. One or more drugs were detected in 81% of 4&l male drivers, age 15-34, killed in motor vehicle crashes in California; two or more were detected in 43%. Alcohol, the most frequently found drug, was detected in 70% of the drivers, marijuana in 37%) and cocaine in 11% . Each of 24 other drugs was detected in fewer than 5 % . Except for alcohol, drugs were infrequently found alone; typically, they were found in combination with high blood alcohol concentrations. The causal role of drugs in crashes was assessed by comparing drivers with and without drugs in terms of their responsibility for the crash. Alcohol was associated with increased crash r~po~ibility; the role of other drugs could not be adequately determined. Dynamic Testing of Innovative Solutions to Child Occupant Protection Problems. K. Weber and J&W. Meluin, Wnimrsity of Michigan, Tro~o~at~~ R~e~rch I~tit~te, Ann Arbor, MI, September 1984. Report No. UMTBI-84-28-I
This report brings together the results of 2 years of research into the effectiveness of 136
innovative, unconventional, and/or misused child occupant protection systems. Concepts studied and discussed include child restraint (CR) securement practices, CR orientation relative to the vehicle and the crash, upper torso restraint, and neck and abdominal injury potential. Conclusions and recommendations deal with the dangerous consequences of CR installation errors, the performance of seatbelt retractors and tightening devices, CR installation in vans and station wagons, the extended use of rear-facing restraints, the availability and fit of upper torso restraint for children, and the need for further research to guard against possible neck and abdominal injury.
Effects of Hood and Fender Design on Pedestrian Head Protection. H. B. Pritz, National Highway Traffic Safety Adminktration, Vehicle Be~eorch G Test Center, East Liberty, OH, Janwry 1984. NTIS No. PB84-207 950.
This report presents the results of an experimental study to establish baseline data on pedestrian head impacts onto the hoods and fenders of current production vehicles. Eight different current production vehicles from subcompact to full size were struck at numerous points on the surface using a headform impactor, Pedestrian accident inv~tigation files from the Pedestrian Injury Causation Study were used to identify principal head impact areas on the hood and the relation between vehicle velocity and head injury. It was found that there is a band across the hood about I foot wide where an adult head impact is very likely to occur. The results of the experiments indicate that the impact dynamics for the full range of vehicles were quite similar. Small effects were noted due to hood character lines, underhood framing, or hood design. The hood itself is a good energyabsorbing structure if sufficient clearance exists between the hood and the stiff engine and body components. The results show that bottoming frequently occurs on engine and body ~mponen~ with subsequent high impact levels. It is believed that significant benefits could be realized in reducing adult pedestrian head injuries by increasing the clearance between the hood and engine to 2-3 inches in the principal impact band. journat nf Safetu Research