Comparison of Expected Crash and Injury Reduction from Production Forward Collision and Lane Departure Warning Systems

Objectives: The U.S. New Car Assessment Program (NCAP) now tests for forward collision warning (FCW) and lane departure warning (LDW). The design of these warnings differs greatly between vehicles and can result in different real-world field performance in preventing or mitigating the effects of collisions. The objective of this study was to compare the expected number of crashes and injured drivers that could be prevented if all vehicles in the fleet were equipped with the FCW and LDW systems tested under the U.S. NCAP.

Methods: To predict the potential crashes and serious injury that could be prevented, our approach was to computationally model the U.S. crash population. The models simulated all rear-end and single-vehicle road departure collisions that occurred in a nationally representative crash database (NASS-CDS). A sample of 478 single-vehicle crashes from NASS-CDS 2012 was the basis for 24,822 simulations for LDW. A sample of 1,042 rear-end collisions from NASS-CDS years 1997–2013 was the basis for 7,616 simulations for FCW. For each crash, 2 simulations were performed: (1) without the system present and (2) with the system present. Models of each production safety system were based on 54 model year 2010–2014 vehicles that were evaluated under the NCAP confirmation procedure for LDW and/or FCW. NCAP performed 40 LDW and 45 FCW tests of these vehicles.

Results: The design of the FCW systems had a dramatic impact on their potential to prevent crashes and injuries. Between 0 and 67% of crashes and 2 and 69% of moderately to fatally injured drivers in rear-end impacts could have been prevented if all vehicles were equipped with the FCW systems. Earlier warning times resulted in increased benefits. The largest effect on benefits, however, was the lower operating speed threshold of the systems. Systems that only operated at speeds above 20 mph were less than half as effective as those that operated above 5 mph with similar warning times. The production LDW systems could have prevented between 11 and 23% of drift-out-of-lane crashes and 13 and 22% of seriously to fatally injured drivers. A majority of the tested LDW systems delivered warnings near the point when the vehicle first touched the lane line, leading to similar benefits. Minimum operating speed also greatly affected LDW effectiveness.

Conclusions: The results of this study show that the expected field performance of FCW and LDW systems are highly dependent on the design and system limitations. Systems that delivered warnings earlier and operated at lower speeds may prevent far more crashes and injuries than systems that warn late and operate only at high speeds. These results suggest that future FCW and LDW evaluation should prioritize early warnings and full-speed range operation. A limitation of this study is that additional crash avoidance features that may also mitigate collisions—for example, brake assist, automated braking, or lane-keeping assistance—were not evaluated during the NCAP tests or in our benefits models. The potential additional mitigating effects of these systems were not quantified in this study.     

Analysis of Driver Evasive Maneuvering Prior to Intersection Crashes Using Event Data Recorders

Objective: Intersection crashes account for over 4,500 fatalities in the United States each year. Intersection Advanced Driver Assistance Systems (I-ADAS) are emerging vehicle-based active safety systems that have the potential to help drivers safely navigate across intersections and prevent intersection crashes and injuries. The performance of an I-ADAS is expected to be highly dependent upon driver evasive maneuvering prior to an intersection crash. Little has been published, however, on the detailed evasive kinematics followed by drivers prior to real-world intersection crashes. The objective of this study was to characterize the frequency, timing, and kinematics of driver evasive maneuvers prior to intersection crashes.

Methods: Event data recorders (EDRs) downloaded from vehicles involved in intersection crashes were investigated as part of NASS-CDS years 2001 to 2013. A total of 135 EDRs with precrash vehicle speed and braking application were downloaded to investigate evasive braking. A smaller subset of 59 EDRs that collected vehicle yaw rate was additionally analyzed to investigate evasive steering. Each vehicle was assigned to one of 3 precrash movement classifiers (traveling through the intersection, completely stopped, or rolling stop) based on the vehicle's calculated acceleration and observed velocity profile. To ensure that any significant steering input observed was an attempted evasive maneuver, the analysis excluded vehicles at intersections that were turning, driving on a curved road, or performing a lane change. Braking application at the last EDR-recorded time point was assumed to indicate evasive braking. A vehicle yaw rate greater than 4° per second was assumed to indicate an evasive steering maneuver.

Results: Drivers executed crash avoidance maneuvers in four-fifths of intersection crashes. A more detailed analysis of evasive braking frequency by precrash maneuver revealed that drivers performing complete or rolling stops (61.3%) braked less often than drivers traveling through the intersection without yielding (79.0%). After accounting for uncertainty in the timing of braking and steering data, the median evasive braking time was found to be between 0.5 to 1.5 s prior to impact, and the median initial evasive steering time was found to occur between 0.5 and 0.9 s prior to impact. The median average evasive braking deceleration for all cases was found to be 0.58 g. The median of the maximum evasive vehicle yaw rates was found to be 8.2° per second. Evasive steering direction was found to be most frequently in the direction of travel of the approaching vehicle.

Conclusions: The majority of drivers involved in intersection crashes were alert enough to perform an evasive action. Most drivers used a combination of steering and braking to avoid a crash. The average driver attempted to steer and brake at approximately the same time prior to the crash.     

Growth of non-English-language literature on biodiversity conservation

English is widely recognized as the language of science, and English-language publications (ELPs) are rapidly increasing. It is often assumed that the number of non-ELPs is decreasing. This assumption contributes to the underuse of non-ELPs in conservation science, practice, and policy, especially at the international level. However, the number of conservation articles published in different languages is poorly documented. Using local and international search systems, we searched for scientific articles on biodiversity conservation published from 1980 to 2018 in English and 15 non-English languages. We compared the growth rate in publications across languages. In 12 of the 15 non-English languages, published conservation articles significantly increased every year over the past 39 years, at a rate similar to English-language articles. The other three languages showed contrasting results, depending on the search system. Since the 1990s, conservation science articles in most languages increased exponentially. The variation in the number of non-English-language articles identified among the search systems differed markedly (e.g., for simplified Chinese, 11,148 articles returned with local search system and 803 with Scopus). Google Scholar and local literature search systems returned the most articles for 11 and 4 non-English languages, respectively. However, the proportion of peer-reviewed conservation articles published in non-English languages was highest in Scopus, followed by Web of Science and local search systems, and lowest in Google Scholar. About 20% of the sampled non-English-language articles provided no title or abstract in English; thus, in theory, they were undiscoverable with English keywords. Possible reasons for this include language barriers and the need to disseminate research in countries where English is not widely spoken. Given the known biases in statistical methods and study characteristics between English- and non-English-language studies, non-English-language articles will continue to play an important role in improving the understanding of biodiversity and its conservation.     

Modeling water exchange and contaminant transport through a Baltic coastal region

The water exchange of the Baltic coastal zone is characterized by its seasonally varying regimes. In the safety assessment of a potential repository for spent nuclear fuel, it is important to assess the consequences of a hypothetical leak of radionuclides through the seabed into a waterborne transport phase. In particular, estimates of the associated residence times in the near-shore coastal zone are of interest. There are several methods to quantify such measures, of which three are presented here. Using the coastal location of Forsmark (Sweden) as an example, methods based on passive tracers, particle trajectories, and the average age distribution of exogeneous water parcels are compared for a representative one-year cycle. Tracer-based methods can simulate diffusivity more realistically than the other methods. Trajectory-based methods can handle Lagrangian dispersion processes due to advection but neglect diffusion on the sub-grid scale. The method based on the concept of average age (AvA) of exogeneous water can include all such sources simultaneously not only boundary water bodies but also various (fresh)-water discharges. Due to the inclusion of sub-grid diffusion this method gives a smoother measure of the water renewal. It is shown that backward in time trajectories and AvA-times are basically equipollent methods, yielding correlated results within the limits set by the diffusivity.