UMTRI Research Revie · certain tasks while avoiding obstacles— like trucks pulling out in front...

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d ddde eee : ::: Road Ready Teens.................1

UMTRI Impact Sled.................3

Six Sigma Courses .................5

UMTRI Briefs .........................7

Conferences & Events ..........11

Hot off the Press .................12

• UNIVERSITY OF MICHIGAN TRANSPORTATION RESEARCH INSTITUTE • OCTOBER–DECEMBER 2003 • VOLUME 34, NUMBER 4 •

TransportationTidbits• The American Motor League, the

first organization of automobileenthusiasts, was formed in Chicagoin November, 1895. It extendedmembership to “any man orwoman, eighteen years of age orover, of good moral character andrespectable standing, friendly to themotor vehicle and its interests.”The initiation fee was $2.l

• The first American automobile racewas held in Chicago on November28, 1895. Sponsored by theChicago Times-Herald, the racetook place on icy, snow-coveredstreets. A Duryea vehicle, withthree forward speeds and a water-cooled, four-stroke engine, won thefirst place prize of $2,000. Itreached 18 miles per hour.l

• On October 10, 1898, the firstAmerican automobile show washeld in Boston. The Motor CarriageExposition of the MassachusettsCharitable Mechanics’ Associationhosted four exhibitors, a race, and a parade.l

• On October 14, 1899, LiteraryDigest commented on the newautomobiles: “The ordinary horse-less carriage is at present a luxuryfor the wealthy; and although itsprice will probably fall in thefuture, it will never, of course,

come into as common use as the bicycle.”l

• The popularity of attached garageswas reported in the December,1901 edition of the British magazineThe Autocar: “In Hampstead anumber of new houses have recent-ly been erected, the appointmentsof which include a motor stable.”l

• John and Horace Dodge completedthe first Dodge vehicle, informallyknown as “Old Betsy,” on Novem-ber 14, 1914. The brothers gaveBetsy a quick test drive through thestreets of Detroit and then shippedthe vehicle to a buyer in Tennessee.w

• On November 26, 1927, FordMotor Company announced theintroduction of the Model A, thefirst new Ford since the Model T’sintroduction in 1908. By 1927, theModel T, basically unchanged forits two-decade reign, was losingground to more stylish and powerfulcars offered by other car companies.The vastly improved Model A hadelegant Lincoln-like styling on asmaller scale, and used a capable200.5-cubic-inch, four-cylinderengine that produced 40 horse-power. The cars started at $460and were available in several bodystyles and colors.w

Sources l

On the Move: A Chronology of Advances inTransportation by Leonard C. Bruno

w

This Day in Automotive History, www.histo-rychannel.com

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ISSN 0739 7100

Writer and Editor: Monica MillaDesigner: Shekinah ErringtonCover Photographers: Santa borrowing UMTRI’ssled— UMTRI, Charles Bradley; The AMES LISAprofiler, operated by Tony Angelo CementConstruction— courtesy of UMTRI, Steve Karamihas;Teens using Road Ready Streetwise software—UMTRI, Raymond BinghamPrinter: UM Printing Services

The UMTRI Research Review is published four times a year bythe Research Information and Publications Center of theUniversity of Michigan Transportation Research Institute,2901 Baxter Road, Ann Arbor, Michigan 48109-2150(http://www.umtri.umich.edu). The subscription price is $35a year, payable by all subscribers except those who are staffmembers of a State of Michigan agency or an organizationsponsoring research at the Institute. See the subscription formon the inside back cover. For change of address or deletion,please enclose your address label.

The University of Michigan, as an equal opportunity/affirma-tive action employer, complies with all applicable federal andstate laws regarding nondiscrimination and affirmative action,including Title IX of the Education Amendments of 1972 andSection 504 of the Rehabilitation Act of 1973. The Universityof Michigan is committed to a policy of nondiscriminationand equal opportunity for all persons regardless of race, sex,color, religion, creed, national origin or ancestry, age, maritalstatus, sexual orientation, disability, or Vietnam-era veteranstatus in employment, educational programs and activities, andadmissions. Inquiries or complaints may be addressed to theSenior Director for Institutional Equity and Title IX/Section504 Coordinator, Office for Institutional Equity, 2072Administrative Services Building, Ann Arbor, Michigan48109-1432, 734-763-0235, TTY 734-647-1388. For otherUniversity of Michigan information call 734-764-1817.

The Regents of the University:David A. Brandon, Ann ArborLaurence B. Deitch, Bingham FarmsOlivia P. Maynard, GoodrichRebecca McGowan, Ann ArborAndrea Fischer Newman, Ann ArborAndrew C. Richner, Grosse Pointe ParkS. Martin Taylor, Gross Pointe FarmsKatherine E. White, Ann ArborMary Sue Coleman, ex officio

• UNIVERSITY OF MICHIGAN TRANSPORTATION RESEARCH INSTITUTE • OCTOBER–DECEMBER 2003 • VOLUME 34, NUMBER 4 •

UMTRI researchers recentlyevaluated a video gamedesigned to give young driv-

ers the opportunity to practice safedriving skills in a controlled environ-ment where mistakes don’t have harm-ful consequences. To improve thegame, C. Raymond Bingham,research associate professor,and Jean Shope, head ofUMTRI’s Social andBehavioral Analysis Division,obtained feedback from teenson what they liked and disliked, as well as their rec-ommendations for changes tothe software. The study wassponsored by the NationalSafety Council, with fundingfrom DaimlerChrysler andproject coordination by thestrategic communicationscompany GMMB.

The study evaluated the effec-tiveness of the RoadReady StreetWisegame in:

• Raising teenawareness ofkey drivingrisks

• Strengtheningpositive atti-tudes towarddriving safetyguidelines

• Emphasizing that the expe-rience they get throughpractice driving helps thembecome safe drivers

Bingham said, “We wanted tomake sure the game helped teens gaina greater appreciation for the risks ofdriving, be more amenable to guide-lines to help keep them safe, and to understand the importance of anextended learning period.”

The game consists of six missionsthat require the player to drive to vari-ous locations. The player must avoidhazards, take measures to reduce dis-tractions, and practice safe driving

skills. Each mission must be successful-ly completed before the next one canbe attempted. Each mission increasesin difficulty and requires accomplishingcertain tasks while avoiding obstacles—like trucks pulling out in front of thedriver and oncoming swerving traffic.One mission involves driving at night,and two require driving in bad weather.

ResultsTwenty-four teens who either

were within three months of begin-ning, or werecurrently tak-ing but hadnot completed,driver educa-tion were evaluated be-fore and after50 minutes of playingStreetWise, andthen participat-ed in a focusgroup. Pregameand postgamecomparisons in-dicated thatplaying StreetWisesignificantlyincreased per-ceptions ofpersonal drivingrisk; however,intentions toavoid risky driv-ing behaviors,

attitudes toward driving guidelines,and acceptance of driving guidelinesdid not change significantly frombefore the game to after the game.

Girls were more likely than boys toreport increased awareness of drivingrisks, greater acceptance of drivingguidelines, and clearer perceptions of

UMTRI Research Review 1

Ready for the RoadSoftware Helps Teens Drive Safely

ABOVE: Teens use the RoadReady StreetWise software inthe UMTRI evaluation. INSET: This screen shot fromthe Road Ready StreetWisegame shows a sample roadscene with an obstacle thatteens had to avoid.

continued…

UMTRI / RAYMOND BINGHAM

WILDTANGENT

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personal driving risk. Prior drivingexperience, video-game-playing experi-ence, risk-taking propensity, driving-risk taking, and living locale (i.e., ruralversus in-town) also related to gameoutcomes. Asian-Americans had thelowest increase in awareness after thegame because their initial awarenesswas already the highest.

Bingham says, “Initially, someteens hit obstacles to see what wouldhappen, sped to get a ticket, and otherwise explored the environmentbefore getting serious about “beatingthe game.” Also, experienced videogame players made it further into thegame. They liked it less, but benefitedmore in terms of increased awareness.”

All participants reported that thegame helped them at least “a little”to understand the driving risks thatthey face as new drivers, and 65 per-cent (n=15) reported that it helpedthem “quite a bit” or “a lot.” Oneteen stated that the primary messagesconveyed by the game were, “Youmust constantly pay attention to driv-ing. Don’t talk on the cell phonewhile driving or load up (the carwith) your friends, and night drivingis harder.”

Overall, the teens enjoyed play-ing the video game and felt it was agood teaching tool for people theirage. All participants said they enjoyedthe video game at least “a little,” and43 percent indicated they enjoyed the

game either “quite a bit” or “a lot.”However, they also felt the video gamegave too little opportunity to makedriving decisions and not enough vehi-cle control to practice safe driving.They recommended leaving more decisions up to the drivers, such aschoosing to use safety belts and turn

signals, checking blind spots, choosingtheir own routes or following direc-tions instead of following turn arrows, and controlling vehicle speed to followposted speed limits. They also suggested

adding lifelike driving situations, such as realistic obstacles, oncomingtraffic, opposing traffic at intersections,and executing left turns at intersectionsand navigating four-way stops with on-coming traffic.

The teens also requested realisticfeedback about the consequences oftheir mistakes and choices, such asdegree of injury, repair cost, damage

from hitting obstacles, and conse-quences of their decisions about safety belt and turn signal use. Theyfelt this type of information wouldhelp them learn safe driving skills andthe benefits of safe driving habits.

The sponsors have also devel-oped materials to involve parents inhelping their kids become safe driv-ers, including a workbook, guidelineson making a parent-teen safe-drivingcontract, and suggested driving rules(similar to those prescribed in mostgraduated driver licensing programs).

Both the game, developed byWildTangent, and information forparents of teen drivers are availableonline at www.roadreadyteens.org.

2 October–December 2003

After completing UMTRI’s evaluation of theRoad Ready StreetWise video game, a teencommented on the experience.

“You must constantly pay attention

to driving. Don’t talk on the cell

phone while driving or load up

(the car with) your friends.”

The video game, plus information for parentsof teen drivers, is available at www.roadreadyteens.org.

a


UMTRI’s Sled Impact Test Facility

I n addition to expert researchers and spe-cialized software tools, UMTRI hasunique lab and test facilities. UMTRI’s

rebound impact sled, which is used to studyoccupant protection issues and restraint-systemperformance for simulated crash environments, isa good example of such a resource. To simulate avehicle crash, the sled’s 990-pound, 6.5-foot-square platform is accelerated to a desired preim-pact speed along a 55-foot track by a pneumaticallypowered ram. The impact event takes place at theopposite end of the track where a pneumatic pis-ton controls the duration and magnitude of thesled’s deceleration and the speed of the sled’srebound in the opposition direction. On theUMTRI rebound sled, impact severity, or delta V,is the difference between the pre- and postimpactspeeds. High-speed video cameras record thekinematics of instrumented crash dummies at1,000 frames per second and videos are availablefor viewing immediately after the test.

Prior to each test, the restraint system, vehi-cle seating system, and/or other components tobe tested are bolted to the sled frame and plat-form. The sled can also be equipped with areusable bench seat for testing to determinewhether child restraints comply to FMVSS 213,with a passenger-side-airbag buck for evaluatingairbag interaction with an infant dummy in rear-facing child restraints, or with a modified sectionfrom an actual vehicle. UMTRI’s sled lab is alsoequipped with an ISO/SAE-approved surrogatewheelchair for dynamic testing of wheelchairtiedown and occupant restraint systems, as well aswith a four-point strap surrogate wheelchairtiedown system for dynamic testing of complianceof wheelchairs to ANSI/RESNA WC/19, Wheel-chairs Used as Seats in Motor Vehicles. A variety ofinstrumented anthropomorphic test devices(ATDs), or crash-test dummies, enable evaluationof restraint systems and vehicle components for awide range of occupant sizes. These include:

• Six-, twelve- and eighteen-month-oldATDs for airbag interaction testing (CRABI)

• Three-, six-, and ten-year-old Hybrid III ATDs• Small female and mid-sized male adult

Hybrid III ATDs

Transducer signals from instrumentation incrash-test dummies, from sled accelerometers

and velocity trans-ducers, and fromseatbelt load cellsare digitized andfiltered using anon-board data-acquisition module.Data channels areprocessed inaccordance withSAE J211 anddata is down-loaded via wirelesscommunication tolaptop or desktopcomputers foranalysis and print-ing. Transducerdata is routinelyprocessed to

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IESLeft to right: Charlie Bradley, Amy Klinkenberger, and Miriam Manary make final

preparations for conducting a 30-mph frontal-impact test of a wheelchair.

UMTRI / LARRY SCHNEIDER

show the sled deceleration history in comparisonwith target corridors and to compute peak result-ant head-and-chest accelerations, peak chestdeflection, head injury criteria (HIC), and peakbelt-restraint loads. When appropriate, upper andlower neck loads and moments are calculated andcompared to standard neck injury criteria, such asNij (a NHTSA standard). Analysis and displayprograms can also be tailored to the needs of aparticular user to produce force-deflection plotsin comparison with target corridors or other output. Printouts of signal time histories are gen-erated within seconds of eachsled test, and high-quality digital photographs documentthe pretest setup and post-test configuration.

The UMTRI sled facility is operated and maintained bythe Biosciences Division, underthe direction of its divisionhead, Larry Schneider. MiriamManary, a senior research asso-ciate in the Bio-sciencesDivision, supervises theUMTRI sled-test team, whichconsists of Stewart Simonett,Charles Bradley, AmyKlinkenberger, and Carl Miller.In addition, Jonathan Rupp,Nathaniel Madura, and Jeff Lehman keepUMTRI’s sled operating with the latest

technology in high-speed video, data acquisition,and data processing. Skilled machin-ists and weldersBrian Eby and Jim Whitley fabricate and repair test components and crashdummies as needed. Frequent visitors to theUMTRI sled lab help to ensure that equipmenttested is configured correctly before conducting atest. They include engineers from child restraint,wheelchair, and wheelchair tiedown companies;safety engineers from automobile manufacturers;and seating and restraint-system suppliers.

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Top: Amy Klinkenberger and Carl Miller check a test setup. Above: This photo captures the peak-of-action during a frontal impact test of awheelchair loaded with a midsize male ATD. Left: Stewart Simonett adjusts the controls of theUMTRI impact sled.

PHOTOS: UMTRI / BIOSCIENCES DIVISION

UMTRI’s Office for the Studyof Automotive Transporta-tion (OSAT) and the UM

Center for Professional Developmentoffer Six Sigma training courses andcertification at green and black beltskill levels. Both courses are offeredonline via streaming audio/video andutilize interactive course tools for testing and participant-instructorcommunication. Over 2,500 participantsfrom all over the world have en-rolled in the Six Sigma e-learningprograms since their inceptionin 2000.

The Six Sigma coursewas developed by programcodirectors Gary Herrin,UM professor of industrialand operations engineeringand associate dean of under-graduate education in UM’sCollege of Engineering, and PatHammett, OSAT assistant research sci-entist and UM adjunct professor ofindustrial and operations engineering.Hammett is the lead developer for allof UM’s Six Sigma courses and theirtraining content. Other UMTRI staffmembers are Luis Guzman, OSATresearch investigator, and SaumuySuriano, OSAT research associate.Guzman teaches both green and black belt programs and developed

many of the course case studies andtest materials. Suriano acts as a teacherassistant for the Six Sigma courses anddeveloped questions and exercises usedin the program.

Hammett explains how the onlinecourses were developed. “The UMCollege of Engineering’s Center forProfessional Development was having

limited success offeringclassroom-based industry

Six Sigma training, primarilydue to an inability of UM faculty

to travel onsite to corporatelocations, as well as the

relatively high costs forindividuals

seeking theircertificationthrough the Univer-sity.” Consequently, heand Herrin proposed an Internet-based training course that could accessa much broader market at significantly lower costs. Hammett continues, “Duringthe initial course development, ITTIndustries sent out a large request forinternational training. We were able to

quickly complete our course andexceed their training expectations.”

The green belt program consists of22 modules (40 hours of instruction)in the form of video lectures, interac-tive exercises, and online discussions withfaculty and other participants. Greenbelt training introduces students to theSix Sigma methodology and provides a refresher course in problem-solvingusing basic, statistical, data-analysistechniques. The course is available innine languages—English (taught byHammett and Herrin), Spanish (taughtby Guzman), Mandarin, Japanese,French, Italian, German, Swedish, andDutch. Participants must also completea Six Sigma project and report.Projects aim to improve a process,generally in a manufacturing environ-ment, such as increasing equipment

efficiency. Past projects havesaved companies anywherefrom thousands to hundreds

of thousands of dollars. The pro-gram team is currently developinga new green belt course that spe-cializes in non-manufacturingapplications, which should be on-

line soon.Students must become certified

as a green belt before embarking onblack belt training. The latter programconsists of 26 modules, an industry proj-ect, and a final certification test. Theindustry project for black belts is moreextensive than that for green belts,requires a higher level of statistics, and


continued…

ONLINESixSigmaTRAINING

Staff from UMTRI and the

UM Center for Professional Development

Teach Green and Black Belt Courses

Luis Guzman Pat Hammett

UMTRI / SHEKINAH ERRINGTON

UMTRI / KATHLEEN CROCKETT RICHARDS

usually results in considerably highercost savings.

UM’s black belt program examinesanalytical and problem-solving tech-niques from descriptive statistics toadvanced design of experiments. Theprogram emphasizes customer-drivenproblem resolution and focuses onsolving real-world problems that affectcorporate performance in quality, lead-time, and cost. A course participantsays, “The UM Six Sigma online blackbelt program was rigorous, lively, andfilled with case study examples. Thetutorial sessions at the end of eachweek were invaluable.”

The black belt course is availableboth as certification only, which is the most common option, and as certification plus four hours of aca-demic credit, which is useful for thosepursuing master’s degrees.

Numerous organizations have suc-cessfully applied Six Sigma strategies toincrease customer satisfaction, mini-mize lead time, and reduce the costs ofpoor quality. Certified green beltsserve a variety of purposes in an organ-ization. For example, they can quantifythe current state of a process, assessthe capability of a measurement sys-tem, perform simple cause-and-effectanalyses, and stratify output variablesinto potential sources of variation.

The Six Sigma process was devel-oped by Motorola, and the AmericanSociety for Quality developed the SixSigma certification tests. However, SixSigma is not governed by any oneorganization, and various organizationsoffer certification.

For more information on UM’sSix Sigma programs, visithttp://cpd.engin.umich.edu orwww.osat.umich.edu/sixsigma.htm.


According to isixsigma.com, Six Sigma is “a rigorous and disci-

plined methodology that uses data and statistical analysis to

measure and improve a company’s operational performance

by identifying and eliminating ‘defects’ in manufacturing and

service-related processes. Commonly defined as 3.4 defects per

million opportunities, Six Sigma can be defined and understood

at three distinct levels: metric, methodology and philosophy.”

GRAPHIC: UMTRI / SHEKINAH ERRINGTON, DEVELOPED FROM SOURCE ART FROM MICROSOFT CORPORATION / MICROSOFT OFFICE CLIPART

Desirable ACC in Traffic

StreamsUMTRI researchers Paul Fancher, Zevi

Bareket, and Bob Ervin, and associate professorHuei Peng from UM’s Department of Mechan-ical Engineering and Applied Mechanics, recentlycompleted a study of desirable adaptive cruisecontrol (ACC) in traffic streams. The study wassupported by the Federal Highway Administration,with the participation of BMW, DaimlerChrysler,and Nissan Motor Company.

The study developed an improved microscopicunderstanding of driver control of range-clearanceand time-gap, to help in evaluating and enhanc-ing the performance of ACC. An earlier researchphase addressed the development of data gather-ing and data analysis procedures for characteriz-ing the observed behavior of ACC-equippedvehicles in response to changes in speed and loca-tion of a preceding vehicle. Phase two focused onnonlinear driver modeling as an integral elementof a program aimed at examining the influence ofACC systems on traffic flow containing bothvehicles equipped with ACC and vehicles withoutACC. The driver models developed used paramet-ric coefficients derived from sets of data measuredduring human-manual driving in naturalistic sit-uations on highways, roads, and streets. The relationships employed in the models were developed from concepts of kinematics, humanbehavior, and control system design.

Research MethodsData for 143 drivers was used to develop

findings about the drivers’ steady-following char-acteristics and their lack of an inherent capabilityof sustaining steady following in a string of simi-lar driver-vehicle combinations. The equations for

the model were based on the premise that driversfollow other vehicles in a way they consider safefor avoiding rear-end crashes, but the drivingcharacteristics vary greatly among drivers. A con-stant deceleration analysis was used to generatebasis functions that were used to fit actual natura-listic driving data and to yield parameter valuesthat captured each driver’s personal style. Thebasis function was:

R = A + T V + G V2

where: R is the steady following range clearanceV is the velocity at steady followingA is the stopped vehicle clearanceT and G are parameters whose values

represent the driving characteristicsof individual drivers

The model also contains a free flow speed,Vset, which drivers seek when the range clearanceand roadway characteristics are viewed as appro-priate for that speed. (Drivers select a free-flowspeed for each road, apparently depending ontheir assessment of that road and its environ-ment.) The researchers found that Vset and thesteady-following parameter T both vary widelydepending on the driver. The parameters T and Gare approximately related by G = -0.025 T +0.013 for human-manual driving. The value of Gwas less than zero for all 143 drivers.


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MICROSOFT CORPORATION/MICROSOFT DIGITAL GALLERY LIVE


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The researchers analyzed individual sets ofsteady-following characteristics, which show theinfluences of T and G on the flow capacity. Forexample, the capacity for a typical G=0 case is0.79 vehicles/s, but for G = –0.01 s2/m, it is aphenomenal 1.03 vehicles/s.

Researchers observed that if G < 0 and T lessthan approximately 2.5 s, the lead and dampingterm associated with the human-manual drivingdata was not likely to be large enough to preventovershoot or undershoot. For drivers with valuesof T greater than approximately 2.5 s, their timehistories frequently indicated a nonlinear tenden-cy to limit their response to positive (or even veryslightly negative, Rdot < 0) range-rate errors.This means that these drivers have a tendency toavoid closing on a preceding vehicle; instead ofhanging back and letting their time gap increase.

The research employed the concept of“inherently sustainable” string performance,which occurs when there is no overshoot orundershoot of range and velocity from vehicle tovehicle in a simulated or tested string of nearlyidentical driver-vehicle combinations. The mod-eled driver has been completed by adding con-straints that require that range, R, does notbecome less than the stopped vehicle clearance,A, and that V does not become less than zero.

ResultsResults show major differences in capacity

and flow sustainability depending upon the characteristics of the individual driver. Overall,however, drivers operate with limited accuracy inperceiving range, range-rate, and velocity. Theytend to overshoot or undershoot the velocity ofthe preceding vehicle and the steady followingvalue of range clearance. Furthermore, driverintentions and stresses change from time to time,causing them to adjust their style of driving.

Numerical analyses showed that theoreticallymore vehicles could get on the road withoutstop-and-go driving if drivers were capable of aninherently sustainable flow. In a typical example,there was an almost 50 percent increase in densitycompared with that attained by restricting densityat a comparable flow level.

Data implies that for a traffic stream involv-ing a mixture of driver types, drivers with thelowest values of Fc (flow at capacity) would likelycontrol the overall capacity. (As traffic densityincreases, the opportunity to pass a slower mov-ing vehicle is eliminated and the trailing vehicle is forced to travel at the speed of the preced-ing vehicle.)

The research produced discoveries and find-ings about ACC system characteristics that maysignificantly influence traffic flow. The driver-modeling work advances our ability to predictand evaluate results for mixed traffic involvingboth ACC and manually controlled vehicles.These new capabilities are now available to use inexperimenting with models (i.e., simulation) andchallenging their validity. In particular, the subjectand utility of the concept of inherently sustain-able strings and its relevance to mixed traffic flowcan be studied.

Proposed ideas for phase-three researchinclude developing and utilizing an enhancedsimulation capability as well as a mobile laborato-ry that can be used to gather data while travelingin traffic streams. Results from phase-threeresearch will help OEMs determine which ACCcharacteristics they need to consider collectivelyfor ensuring sustainable traffic flow.

Profiler Performancefor ConstructionQuality Control

Steve Karamihas, engineering research associate, and Tom Gillespie, research professor,recently assessed profiler performance for con-struction quality control in a study sponsored bythe American Concrete Pavement Associationand the Michigan Concrete Pavement Associ-ation. The study tested the performance of inertial profilers, devices that measure road tex-tures, on four pavement sections. It focused onthe repeatability and reproducibility of light-weight profilers on new concrete with coarse texture. The study examined six lightweight iner-tial profilers, three high-speed inertial profilers,two walking-speed profilers, a rod and level sur-vey, and a profilograph. Tests were performed onfour types of surfaces: moderately rough asphaltwith a typical surface texture, new longitudinallytined concrete, new transversely tined concrete,and moderately rough broom-finished concrete.

The results of phase one demonstrated thathigh-speed and lightweight inertial profilers weresufficiently repeatable for measuring the Interna-tional Roughness Index (IRI) on a moderatelyrough asphalt site of typical texture and a moder-ately rough concrete site of unusually smoothsurface texture. However, repeatability was compromised on a smooth concrete site withtransverse tining and was inade-quate on a smooth concrete sitewith longitudinal tining. Thestudy also showed that high-speedand lightweight profilers are not

able to reproduce profiles sufficiently when spe-cial distribution of roughness is of interest. Inother words, the profilers did not agree on theposition and severity of localized rough features.

The level of reproducibility between inertialprofilers demonstrated on smooth concrete withcoarse texture needs improvement for such profil-

ers to findacceptancefor use inconstructionquality con-trol andquality assurance.Researchersattributedthe poorreproducibil-ity andreducedrepeatabilityto the factthat thedepth of tin-ing andjoints on

new concrete are of the same scale as the height of longer wavelength features relevant to vehiclevibration response. This issue is likely to adverselyaffect the measurement of any profile-basedindex, such as IRI or the simulated profilographindex, and should be addressed so that profilemeasurements can better represent the experienceof the traveling public.

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A rod used in the rod and levelmethod of pavement measure-ment at a site in Bay City, Michigan.

A lightweight profiler manufactured by Surface System Instruments is tested at a site in Lansing, Michigan.

continued…

UMTRI / STEVE KARAMIHASUMTRI / STEVE KARAMIHAS

The authors recommended two potential solutions:

j Altering the sensor footprint of inertialprofilers to better represent the envelop-ing and bridging behavior of vehicletires. This could improve the relevance of profile measurement over joints, trans-verse tining, and longitudinal tining.

j Using a “tire bridging filter” in conjunction with a very small sensorfootprint. If this filter is customized to ignore narrow downward features(such as cracks and grooves) that do notaffect vehicle ride vibrations, it couldreplace the moving average in IRI andride number (RN) calculation procedures.This could improve the reproducibilityand relevance of profile measurementover joints and transverse tining.

The authors conclude that despite the cur-rent performance of profilers on new concrete,they hold great promise for efficient and mean-ingful construction quality control.

Note: For more detailed information on road profiling technology, see “The Shape of Roads to Come: Measuring and Interpreting Road RoughnessProfiles” in Volume 33, Number 1 of UMTRI Research Review.

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A view of the test pavement, looking upstream, ata site in Novi, Michigan. Workers are using a walk-ing profiler to obtain road surface measurements.

UMTRI / STEVE KARAMIHAS

25th Winter Road CongressFebruary 11–12, Vaasa, Finlandwww.tieyhdistys.fi/talvitiepaivat2004/eng

Transportation Systems PlanningFebruary 18–20, Chennai, Indiawww.civil.iitm.ac.in/transpo2004

Traffic 2004February 24–27, Madrid, Spainwww.trafic.ifema.es/ferias/trafic/default_i.html

Australian Roads SummitFebruary 24–25, Sydney, Australiawww.aroadf.com.au/Conferences.htm

National Road Safety CongressMarch 1–3, Cardiff, Waleswww.rospa.org.uk/road

SAE 2004 World CongressMarch 8–11, Detroit, Michiganwww.sae.org/congress

Integrated Intelligent Transport SolutionsMarch 8–11, London, Englandwww.iir-conferences.com/iits

Making Work Zones BetterMarch 11–12, Charlottesville, VirginiaMarch 24–25, Fargo, North DakotaApril 6–7, Augusta, MaineApril 27, Davis, Californiaops.fhwa.dot.gov/wz/workshops/

workshops.htm

Heavy Vehicle Weights and DimensionsMarch 14–18, Gauteng Province, South Africawww.8ishvwd.co.za

World of Asphalt 2004March 15–18, Nashville, Tennesseewww.worldofasphalt.com

Second European Pavement and Asset Management ConferenceMarch 21–23, Berlin, Germanywww.fgsv.de/pms/title.html

First International Workshop on Intelligent TransportationMarch 23–24, Hamburg, Germanywit.tu-harburg.de

National Conference on Highway Safety PrioritiesMarch 28–30, San Diego, Californiawww.lifesaversconference.org

ITE 2004: Intersection SafetyMarch 28–31, Irvine, Californiawww.ite.org/meetcon

GIS for Transportation SymposiumMarch 28–31, Rapid City, South Dakotawww.gis-t.org

Eighth International Level Highway/Railroad Crossing SymposiumApril 14–16, Sheffield, Englandwww.levelcrossing2004.com

Frontiers of Automotive Telematic Systems SymposiumApril 20–21, Troy, Michiganwww.sae.org/contedu/tt_frontiers.htm

Road Transportation Information and ControlApril 20–22, London, Englandconferences.iee.org/RTIC

29th IRU World Congress: Transport and Technology of TomorrowApril 22–24, Yokohama, Japanwww.iru.org/events/Welcome.E.html

ITS America 2004 ConferenceApril 26–29, San Antonio, Texaswww.itsa.org/annualmeeting.html

Bus and Paratransit ConferenceMay 2–6, Denver, Coloradowww.apta.com/meetings/bus

Transportation Research Conference May 4–5, St. Paul, Minnesotawww.cts.umn.edu/events/rescon

Conferences &

Events


Book ChaptersGreen, P. 2002. “Why safety and human factors/ergonomics standards are

so difficult to establish.” Michigan University, Ann Arbor, Transpor-

tation Research Institute, Human Factors Division. 19 p. Waard, D. de,

ed., Human Factors in Transportation, Communication, Health, and the

Workplace. Maastricht, Netherlands: Shaker Publishing, 2002, pp. 9–26.

Waller, P.F. 2003. “Future developments in mobility for older citizens:

the view of an American scholar.” Michigan University, Ann Arbor,

Transportation Research Institute. 9 p. Schaie, K.W., ed., Aging

Independently: Living Arrangements and Mobility. pp. 302–310.

Conference PapersBlower, D. 2002. “Vehicle condition and heavy truck accident involvement.”

Michigan University, Ann Arbor, Transportation Research Institute,

Truck and Bus Safety Analysis Division. 12 p. Zacharia, Z.G., ed.

Proceedings: International Truck and Bus Safety Research and Policy

Symposium. Knoxville, Tenn., 2002, pp. 311–322.

Craft, R.; Blower, D. 2002. “The U.S. Large Truck Crash Causation Study.”

Federal Motor Carrier Safety Administration, Washington, D.C./

Michigan University, Ann Arbor, Transportation Research Institute,

Truck and Bus Safety Analysis Division. 9 p. Zacharia, Z.G., ed.

Proceedings: International Truck and Bus Safety Research and Policy

Symposium. Knoxville, Tenn., 2002, pp. 153–161.

Putcha, D.; Blower, D.; Campbell, K.L. 2002. “Bus accidents in the United

States.? Michigan University, Ann Arbor, Transportation Research

Institute/ Michigan University, Ann Arbor, Transportation Research

Institute, Truck and Bus Safety Analysis Division. 12 p. Zacharia, Z.G.,

ed. Proceedings: International Truck and Bus Safety Research and

Policy Symposium. Knoxville, Tenn., 2002, pp. 261–272.

Journal ArticlesBrookes, C.; Wang, S.; McWilliams, J.; [MacWilliams, J.] 2003. “Maxillofacial

injuries in North American vehicle crashes.” Blackpool Victoria

Hospital, NHS Trust, Lancashire (England)/ Blackpool Victoria Hospital,

Trauma/Burn Centre, Lancashire (England)/ Michigan University,

Ann Arbor, Transportation Research Institute, Biosciences Division.

5 p. European Journal of Emergency Medicine. Vol. 10, no. 1 (2003),

pp. 30–34.

Waller, P.F.; Hill, E.M.; Maio, R.F.; Blow, F.C. 2003. “Alcohol effects on motor

vehicle crash injury.” Michigan University, Ann Arbor, Department of

Psychology/ Michigan University, Ann Arbor, Transportation Research

Institute/ Detroit University, Department of Psychology, Mich./

Michigan University, Ann Arbor, Injury Research Center/ Michigan

University, Ann Arbor, Medical School, Department of Psychiatry. 9 p.

Alcoholism: Clinical and Experimental Research. Vol. 27, no. 4 (Apr.

2003), pp. 695–703. Sponsor: National Institute on Alcohol Abuse

and Alcoholism, Bethesda, Md.; Michigan University, Ann Arbor,

Transportation Research Institute; Michigan University, Ann Arbor,

Alcohol Research Center; Michigan University, Ann Arbor, Department

of Emergency Medicine.

Technical ReportsAutomotive collision avoidance system field operational test: ACAS/FOT third

annual report. 2003. General Motors Corporation, Warren, Mich./

Delphi Delco Electronics Systems, Kokomo, Ind./ Delphi Chassis

Systems, Dayton, Ohio/ Hughes Research Laboratories, Malibu, Calif./

HE Microwave, Tucson, Ariz./ Michigan University, Ann Arbor,

Transportation Research Institute. 112 p. Sponsor: National Highway

Traffic Safety Administration, Washington, D.C. Report No. DOT HS

809 600. UMTRI-97019.

Automotive collision avoidance system field operational test: phase I interim

report. 2002. General Motors Corporation, Warren, Mich./ Delphi

Delco Electronics Systems, Kokomo, Ind./ Delphi Chassis Systems,

Dayton, Ohio/ Hughes Research Laboratories, Malibu, Calif./ HE

Microwave, Tucson, Ariz./ Michigan University, Ann Arbor,

Transportation Research Institute. 303 p. Sponsor: National Highway

Traffic Safety Administration, Washington, D.C. Report No. DOT HS

809 453. UMTRI-97208.

Eby, D.W.; Kostyniuk, L.P. 2003. Driver distraction and crashes: an assess-

ment of crash databases and review of the literature. Michigan Uni-

versity, Ann Arbor, Transportation Research Institute, Social and

Behavioral Analysis Division. 44 p. Sponsor: John A. Volpe National

Transportation Systems Center, Cambridge, Mass.; National Highway

Traffic Safety Administration, Washington, D.C.; Delphi Delco Electron-

ics Systems, Kokomo, Ind. Report No. UMTRI-2003-12. UMTRI-97314.


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INCLUDE +4

Fancher, P.; Bareket, Z.; Peng, H.; Ervin, R. 2003. Research on desirable

adaptive cruise control behavior in traffic streams; [Research on desir-

able ACC behavior in traffic streams] Michigan University, Ann Arbor,

Transportation Research Institute, Engineering Research Division. 62 p.

Sponsor: Federal Highway Administration, Washington, D.C. Report

No. UMTRI-2003-14/ P/G M000131-080578/ DRDA 03-0331.

UMTRI-96639.

Fatality Analysis Reporting System (FARS). 2001 codebook. Version

27Aug02; [Fatal Accident Reporting System (FARS). 2001 codebook.

Version 27Aug02]; FARS 2001—Version 27-Aug-02. Annual report

file. 2002. Michigan University, Ann Arbor, Transportation Research

Institute, Transportation Data Center. 266 p. UMTRI Transportation

Data Center Data Set Codebook, No. 2002–3, September 2002.

UMTRI-43157 A40.

General Estimates Systems (GES) 2001 codebook—version 30Aug02; NASS

[National Accident Sampling System] GES 2001: version 30-Aug-02.

2002. Michigan University, Ann Arbor, Transportation Research

Institute, Transportation Data Center. 178 p. UMTRI Transportation

Data Center Data Set Codebook, No. 2002-5, September 2002.

UMTRI-88993 A14.

Hardy, W.N.; Schneider, L.W. 2002. Identification of injury mechanisms

resulting in injuries to the upper extremities in frontal crashes;

Project D.4: identification of injury mechanisms resulting in injuries to

the upper extremities in frontal crashes. General Motors Corporation,

Warren, Mich./ Michigan University, Ann Arbor, Transportation

Research Institute, Biosciences Division. Published by Ann Arbor, Mich.:

University of Michigan, Transportation Research Institute. 75 p.

Sponsor: General Motors Corporation, Warren, Mich. Report No.

UMTRI-2002-35. UMTRI-95652.

Karamihas, S.M. 2002. Development of cross correlation for objective

comparison of profiles. Michigan University, Ann Arbor, Transportation

Research Institute, Engineering Research Division. 156 p. Sponsor:

Federal Highway Administration, Western Federal Lands Highway Di-

vision, Vancouver, Wash. Report No. UMTRI-2002-36. UMTRI-97199.

Karamihas, S.M.; Gillespie, T.D. 2002. Smoothness criteria for WIM scale

approaches; [Smoothness criteria for weigh-in-motion scale approach-

es] Michigan University, Ann Arbor, Transportation Research Institute,

Engineering Research Division. 90 p. Sponsor: Turner-Fairbank

Highway Research Center, McLean, Va. Report No. UMTRI-2002-37.

UMTRI-97202.

Kostyniuk, L.P.; Eby, D.W.; Miller, L.L. 2003. Crash trends of older drivers in

Michigan: 1998–2002. Michigan University, Ann Arbor, Transportation

Research Institute, Social and Behavioral Analysis Division. 63 p.

Sponsor: Michigan Office of Highway Safety Planning, Lansing. Report

No. UMTRI-2003-22. UMTRI-97252.

Matteson, A.; Blower, D. 2003. Buses involved in fatal accidents factbook

1999. Michigan University, Ann Arbor, Transportation Research

Institute, Center for National Truck Statistics/ Michigan University,

Ann Arbor, Transportation Research Institute, Truck and Bus Safety

Analysis Division. Published by Ann Arbor, Mich. : University of

Michigan, Transportation Research Institute. 62 p. Sponsor: Federal

Motor Carrier Safety Administration, Washington, D.C.; Michigan

University, Ann Arbor, Transportation Research Institute, Center for

National Truck Statistics, Affiliates Program. Report No. UMTRI-2003-

15. UMTRI-96746.

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Molnar, L.J.; Eby, D.W.; Miller, L.L. 2003. Promising approaches for enhanc-

ing elderly mobility. Michigan University, Ann Arbor, Transportation


Sponsor: Michigan Office of Highway Safety Planning, Lansing;

National Highway Traffic Safety Administration, Washington, D.C.

Report No. UMTRI-2003-24. UMTRI-97337.

Rumar, K. 2002. Night vision enhancement systems: what should they do

and what more do we need to know? Michigan University, Ann Arbor,

Transportation Research Institute, Human Factors Division. Published

by Ann Arbor, Mich.: University of Michigan, Transportation Research

Institute ; Springfield, Va. : National Technical Information Service. 52

p. Sponsor: Michigan University, Ann Arbor, Transportation Research

Institute, Industry Affiliation Program for Human Factors in

Transportation Safety. Report No. UMTRI-2002-12. UMTRI-95648.

Schoettle, B.; Sivak, M.; Flannagan, M.J.; Adachi, G. 2002. The illuminated

surface areas of HID and tungsten-halogen headlamps in the U.S.;

[The illuminated surface areas of high intensity discharge and tung-

sten-halogen headlamps in the United States] Michigan University, Ann

Arbor, Transportation Research Institute, Human Factors Division. 14

p. Sponsor: Michigan University, Ann Arbor, Industry Affiliation

Program for Human Factors in Transportation Safety. Report No.

UMTRI-2002-32. UMTRI-96270.

Vivoda, J.M.; Eby, D.W. 2002. Direct observation of safety belt use in

Michigan: Fall 2002. Michigan University, Ann Arbor, Transportation


Sponsor: Michigan Office of Highway Safety Planning, Lansing. Report

No. UMTRI-2002-28. UMTRI-71544 A25

Vivoda, J.M.; Eby, D.W. 2002. Safety belt use in Wayne County communities:

Fall 2002. Michigan University, Ann Arbor, Transportation Research

Institute, Social and Behavioral Analysis Division. 55 p. Sponsor:

Michigan Office of Highway Safety Planning, Lansing. Report No.

UMTRI-2002-29. UMTRI-96267.

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