Browse Topic: Adolescents

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Sustainable Housing with 3D-Printed HomesTBMG-478714/6/2023
Habitat for Humanity Peninsula and Greater Williamsburg has partnered with Alquist, a 3D printing home construction company, to 3D print homes in Williamsburg, VA. In December 2021, the pair produced and sold the first 3D-printed home in the nation — an approximately 1,200-square-foot, three-bedroom, two-bathroom house whose foundation, walls, and footing were 3D printed in July 2022 in just 28 hours for Surry-native April and her teenage son.
Breath-Driven Concept Could Transform ProstheticsTBMG-464519/1/2022
Researchers have developed a hand prosthesis powered and controlled by the user’s breathing. The simple, lightweight device offers an alternative to Bowden cable-driven body-powered prosthetics initially developed in the early 19th century — particularly for those too young or anatomically unsuited to an uncomfortable harness and cable system.
Vehicle Automation Emergency Scenario: Using a Driving Simulator to Assess the Impact of Hand and Foot Placement on Reaction Time2021-01-08614/6/2021
As vehicles with SAE level 2 of autonomy become more widely deployed, they still rely on the human driver to monitor the driving task and take control during emergencies. It is therefore necessary to examine the Human Factors affecting a driver’s ability to recognize and execute a steering or pedal action in response to a dangerous situation when the autonomous system abruptly requests human intervention. This research used a driving simulator to introduce the concept of level 2 autonomy to a cohort of 60 drivers (male: 48%, female: 52%) of different age groups (teens 16 to 19: 32%, adults: 35 to 54: 37%, seniors 65+: 32%). Participants were surveyed for their perspectives on self-driving vehicles. They were then assessed on a driving simulator that mimicked SAE level 2 of autonomy. Participants’ interaction with the HMI was studied. A real-life scenario was programmed so that a request to intervene was issued when automation reached its boundaries while navigating a two-way curve road (TTC = 2.2 seconds). We found that at the time of the event, only 12% of participants kept their hands on the steering wheel. Only 64% of participants had their foot close to pedals. All participants who reacted within 0.65 seconds were able to avoid the crash. All participants who reacted after 0.9 seconds crashed. As a last construct, we looked at age and gender to understand how different participants behaved while vehicle automation was engaged.
Loeb, Helen S., Vo-Phamhi, Elizabeth, Seacrist, Thomas, Maheshwari, Jalaj, Yang, Christopher
The Effect of An Acoustic Startling Warning On Take-Over Reaction Time And Trunk Kinematics for Drivers in Autonomous Driving Scenarios2019-22-00223/31/2020
The Acoustic Startling Pre-stimulus (ASPS, i.e. a loud sound preceding a physical perturbation) was previously found to accelerate action execution in simple flexion exercises. Therefore in this study we examined if ASPS can accelerate take-over reaction times in restrained teen and adult drivers who were asked to reach for the steering wheel while experiencing sled lateral perturbations simulating a vehicle swerve. Results showed that adult drivers lift their hands toward the steering wheel faster with the ASPS versus without (161 ± 23 ms vs 216 ± 27 ms, p<0.003). However this effect was not found in teens or in trials where the drivers were engaged in a secondary task. Adults also showed reduced lateral trunk displacement out of the seat belt with the ASPS. The ASPS could represent a novel warning that reduces take over time and out-of-position movements in critical autonomous driving scenarios.
Graci, Valentina, Griffith, Madeline, Maheshwari, Jalaj, Akkem, Rahul, Austin, Meta, Seacrist, Thomas, Arbogast, Kristy B.
Hazard Cuing Systems for Teen Drivers: A Test-Track Evaluation on Mcity2019-01-03994/2/2019
There is a strong evidence that the overrepresentation of teen drivers in motor vehicle crashes is mainly due to their poor hazard perception skills, i.e., they are unskilled at appropriately detecting and responding to roadway hazards. This study evaluates two cuing systems designed to help teens better understand their driving environment. Both systems use directional color-coding to represent different levels of proximity between one’s vehicle and outside agents. The first system provides an overview of the location of adjacent objects in a head-up display in front of the driver and relies on drivers’ focal vision (focal cuing system). The second system presents similar information, but in the drivers’ peripheral vision, by using ambient lights (peripheral cuing system). Both systems were retrofitted into a test vehicle (2014 Toyota Camry). A within-subject experiment was conducted at the University of Michigan Mcity test-track facility. The study collected data from seventeen teen participants. Each participant experienced three cuing conditions (focal cuing, peripheral cuing and dual system cuing conditions) as well as three no cuing system conditions (two practice, a baseline and a post-treatment drive). The order of cuing system exposure was balanced among participants. All drives were approximately six minutes long and contained seven distinct visual hazard obstruction scenarios. Each scenario had a pre-defined critical point. The dependent variables were (a) the minimum clearances between the critical points and the participant’s vehicle, and (b) vehicle speed at the minimum clearance points. Results show that teens drove more slowly and maintained greater distances at critical points when cuing systems were present. These behaviors were more evident with the peripheral cuing system compared to the focal cuing system. These findings suggest that such cuing systems have the potential to address the hazard perception skill deficiency in teenage drivers.
Zhang, Yu, Kang, Te-Ping, Flannagan, Michael, Bao, Shan, Pradhan, Anuj, Sullivan, John
Emergency Autonomous to Manual Takeover in a Driving Simulator: Teen vs. Adult Drivers – A Pilot Study2018-01-04994/3/2018
Autonomous and/or automated vehicles offer a host of future opportunities but leave many questions unanswered regarding their impact on crash avoidance or the ability of drivers to effectively scan and re-engage from self-driving mode when necessary to avoid crash scenarios. Considering a 16-year-old is several times more likely to die in an automobile crash than other licensed drivers, it was crucial to test both teenage drivers and adults to determine head-on collision avoidance abilities when subjected to a failing autopilot in a simulated autonomous vehicle. In this study, eight teenagers ages 16-19 and four experienced adults underwent four simulated drives (one manual practice drive and three simulated autonomous drives) using a hi-fidelity, Real Time Technologies SimDriver Simulator to represent being in a self-driving vehicle. When exposed to a head-on crash event where the opposing vehicle crosses the dividing line and drives towards the subject, most subjects successfully swerved to avoid the car albeit with several oscillations before stabilization.
Belwadi, Aditya, Loeb, Helen, Shen, Michelle, Shaikh, Saniyah, Ward McIntosh, Chelsea
CITIZEN of the WORLD16AUTP02_032/1/2016
Cuneyt L. Oge begins his term as 2016 SAE International President with a vision about auto-mobility and aero-mobility 2050. He was born in Turkey, spent time in the U.S. as a young adolescent, graduated high school in Europe, returned to the U.S. for college, learned to speak multiple languages, married a Greek, and traveled the world. “As my name implies, I'm a bit of a curiosity,” allowed incoming SAE International President Cuneyt Oge (pronounced June-eight Oh-gay). The veteran management consultant, who officially took over as SAE President in January, puts no negative spin on that self-appraisal. Quite the contrary, as he goes on to say: “I think I qualify as a bona fide citizen of the world.”
Ponticel, Patrick
Experience and Skill Predict Failure to Brake Errors: Further Validation of the Simulated Driving Assessment2014-01-04454/1/2014
Driving simulators offer a safe alternative to on-road driving for the evaluation of performance. In addition, simulated drives allow for controlled manipulations of traffic situations producing a more consistent and objective assessment experience and outcome measure of crash risk. Yet, few simulator protocols have been validated for their ability to assess driving performance under conditions that result in actual collisions. This paper presents results from a new Simulated Driving Assessment (SDA), a 35- to-40-minute simulated assessment delivered on a Real-Time® simulator. The SDA was developed to represent typical scenarios in which teens crash, based on analyses from the National Motor Vehicle Crash Causation Survey (NMVCCS). A new metric, failure to brake, was calculated for the 7 potential rear-end scenarios included in the SDA and examined according two constructs: experience and skill. The study included an inexperienced group (n=21): 16-17 year olds with 90 days or fewer of provisional licensure, and an experienced group (n=17): 25-50 year olds with at least 5 years of PA licensure, at least 100 miles driven per week and no self-reported collisions in the previous 3 years. Skill was rated by a driving evaluator based on video review of SDA performance. When compared to experienced drivers rated as “skilled,” inexperienced drivers rated also as “less skilled” had significantly more failure to brake errors. In addition, experience and skill independently predicted failure to brake errors. These results provide support for the construct validity of the SDA and suggest its potential role as part of new driver assessment tool.
Winston, Flaura, McDonald, Catherine, Kandadai, Venk, Winston, Zachary, Seacrist, Thomas
Focus on Advanced Safety Systems and Human Factor Interventions2013-01-276211/27/2013
Automotive industry is moving towards a stage that anticipates probability of accidents and instructs safety system to take immediate actions. Safety systems in automotive domain protect vehicle occupants and even pedestrians from accidents. High powered engines and good road infrastructure naturally thrills people to drive at very high speed which would result into forward collision. With the help of latest technologies, such accidents can be avoided and thereby many persons would be saved from major injuries. This does not indicate that people could drive as they wish irresponsibly. The safety systems will help vehicle occupants to be safe in case of inadvertent errors. Nowadays safety has become an important feature to be considered for selling vehicles. This paper will provide an overview on the operations of various advanced safety systems such as pre-crash, Electronic brake assist, Lane Keeping support, and speed alert system, Safety systems for teenagers, early warning car to car communication and co-operative safety system. It also describes about the driver roles to respond actively for system expectation and to use these systems effectively. This paper also will provide a brief on feasibility study in India market.
Elumalai, Kannan
“Blue” Light Could Help Teenagers Combat StressTBMG-1521211/1/2012
Adolescents can be chronically sleep deprived because of their inability to fall asleep early in combination with fixed wakeup times on school days. According to the Centers for Disease Control (CDC), almost 70 percent of schoolchildren get insufficient sleep, which is defined as less than eight hours on school nights. This type of restricted sleep schedule has been linked with depression, behavior problems, poor performance at school, drug use, and automobile accidents. A new study from the Lighting Research Center (LRC) at Rensselaer Polytechnic Institute shows that exposure to morning short-wavelength “blue” light has the potential to help sleep-deprived adolescents prepare for the challenges of the day and deal with stress, more so than dim light.
Advanced Safety Technology for Children and Young Adults: Trends and Future Challenges2006-21-000710/16/2006
Data presented in this paper demonstrated that the landscape for child occupant protection - the children and their restraints, vehicles, and crashes - is changing rapidly. Children are not small adults but are rather rapidly growing, developing, and changing and so too are their restraint needs. The past several years witnessed a growing awareness of these biomechanical challenges with the emergence of increased use of size-appropriate restraints for children under age 9 years and differences in patterns of injury by age. Vehicles involved in crashes with children reflect the trend overall: less passenger vans and cars and more light trucks, the majority of which are equipped with second generation air bags. The majority of crashes occurred on roads with posted speed limits below 45 miles per hour. The age group of particular concern is the newly driving teenage years (16-19) in which the crash and fatality rates are the highest among all age groups.
Arbogast, Kristy B., Winston, Flaura K.
Field Data Analysis of Rear Occupant Injuries Part I: Adults and Teenagers2003-01-01533/3/2003
Since more occupants are using rear seats of vehicles, a better understanding of priorities for rear occupant protection is needed as future safety initiatives are considered. A two-part study was conducted on occupant injuries in rear seating positions. In Part I, adult and teenage occupants ≥13 years of age are investigated. In Part II, children aged 4-12 years old and toddlers and infants aged 0-3 are studied separately because of the use of infant and child seats and boosters involve different injury mechanisms and tolerances. The objectives of this study on adult and teenager, rear-seated occupants (≥13 years old) are to: 1) review accident data, 2) identify the distribution of rear occupants, and 3) analyze injury risks in various crash modes, including rollovers, frontal, side and rear impacts. Three databases were investigated: NASS-CDS, GES and FARS. Results indicate that there is <25% probability of having a rear occupant of any age for every driver involved in any of the databases, and the probability is increasing with accident year. With respect to crash type, the risk for rear occupants to be killed was highest in side and rear impacts and in rollovers, while the rate for serious injury (MAIS 3+) was highest in rollovers and side impacts. However, in comparison to drivers and the right-front passengers, the fatality risk and serious injury rate were greatest in rear impacts. 63% of the rear occupants were unbelted in FARS, while about 40% were unbelted in NASS. Unbelted adult occupants had a higher risk of serious injury than lap belted and lap/shoulder belted occupants. In the weighted data, front seat occupants have a lower rate of serious injury than 2nd and 3rd row seat occupants. However, lap/shoulder belted occupants have a lower risk to be seriously injured in the 2nd and 3rd row seat. For the lap and shoulder belted adult 2nd rear seats occupants, thoracic injuries were most common. They often resulted from contact with the seatbelt. Current field injury data and the literature point to the following possible priorities for adults and teenagers using rear seats: 1) load-limiting belts with cinching and good restraint geometry, 2) EA material for the seatback, side interior and B-pillar, 3) reduced contact velocity with seatback, side interior and B-pillar, 4) improved containment with inflatable side curtains and laminated side glass, and 5) possible technologies such as inflatable belts.
Parenteau, Chantal, Viano, David C.
Edsel-The Story of Henry Ford's Forgotten SonR-32910/1/2002
Carefully crafted from thousands of Ford archives, written interviews, and first-hand accounts told by people who knew the man, Edsel: The Story of Henry Ford's Forgotten Son, brings into focus the remarkable life of Edsel Ford. The book chronicle's Edsel's life from his early days of growing up in and around his father's company, through the controversy of his World War I draft notice and eventual exemption, the design change from the Model T to the Model A, and the creation of the Ford Foundation. 27 chapters in all help to shed light on the life of a man who preferred to spend most of his life out of the limelight.
Dominguez, Henry L.
Adult Front-Seat Passengers Exposed to Airbag Deployments1999-01-07603/1/1999
In comparison to drivers exposed to steering-wheel airbag deployments in frontal crashes, there have been fewer front-seat passengers exposed to airbag deployments for 1) many of the cars in crashes did not have dual airbags and 2) the front passenger seat is less often occupied. Of the 826 airbag crashes detailed by UMTRI crash investigators at the time of this manuscript preparation, there were 145 front-seat passengers, exposed to instrument panel mounted airbags. Most of these front-seat passengers 124 were involved in the frontal crashes. There were 92 who were 16 years of age or older, 24 were under 12 years of age and 11 young teenagers, 13-15 years of age. Of those who were 16 years or older in frontal crashes 70% had an MAIS-1 injury. None of the MAIS-2 injuries were directly related to airbag deployments. Of the AIS-3+ level injuries, about two-thirds were not airbag related.
Huelke, Donald F.
Technical Specifications of the SID-IIs Dummy95273511/1/1995
The SID-IIs is a small [s], second-generation [II] Side Impact Dummy [SID] which has the anthropometry of a 5th percentile adult female. It has a mass of 43.5 kg, a seated height of 790 mm, and over 100 available data channels. Based on the height and mass, this is equivalent to an average 12-13 year old adolescent. The state-of-the-art SID-IIs has special application in evaluating the performance of side impact airbags. The dummy has undergone prototype testing and will shortly be available for worldwide evaluation. This paper describes the technical details of the dummy, its biomechanical design targets, how well it met those targets, its validation requirements, and its instrumentation. The dummy is the product of a joint development agreement between the Occupant Safety Research Partnership (OSRP) of USCAR and First Technology Safety Systems.
Daniel, Roger P., Irwin, Annette, Athey, John, Balser, Joe, Eichbrecht, Paul, Hultman, Robert W., Kirkish, Sarah, Kneisly, Ann, Mertz, Harold, Nusholtz, Guy, Rouhana, Stephen, Scherer, Risa, Salloum, Michael, Smrcka, Joe
SAFETY CONSIDERATIONS - SMOKING IN LAVATORIES OF TRANSPORT AIRCRAFTAIR4740 (Historical)5/5/1993
This SAE Aerospace Information Report (AIR) discusses the question of smokers and their opinions and intentions toward smoking in lavatories of transport aircraft during flight. The study has implications for instructions and warnings given to passengers.
S-9B Cabin Interiors and Furnishings Committee
The Evolution of the Automobile Antenna in the United States and Europe — A Historic Retrospective — Part Two — The Last Fifty Years8800852/1/1988
The evolution and development of the automobile radio antenna is perhaps one of the most neglected success stories in the automotive industry. Born in the twilight of the last century, it evolved from a simple wire wrapped around a tree branch, to the current heated rear screen or backlite antenna. Part One (SAE No. 870090) described seven types of antennas in detail, covering the period 1897-1937. It was shown how the early radio engineers, struggling to develop a viable car antenna, had displayed a great degree of creativity and flexibility, from the “firecracker” experiments of Guglielmo Marconi in 1897, to the ingenious systems developed to overcome the problems created by the all-metal Turret-Top vehicles introduced by General Motors in 1934. In those pioneering days, the United States public was having a love affair with both the automobile and radio broadcasting, so it was no surprise that their marriage did not take long to arrive. Unfortunately only a few of the technicians that experimented with car radios had had any formal engineering degrees or training. Bold men who had been lured to radio while in their teens, they were basically tinkerers who developed their skills by the “cut and try” method. It is a tribute to their ingenuity that some of their achievements are being rediscovered today, proving that many “new” ideas are only as new as the people who conceive them. The following will review the evolution of the car antenna from the mid-1930s to the current day (Figure 1).
Altgelt, Carlos A., Duffy, Ken H., Rowan, Clem W.
Youth and the Road Toll-Discovering Prevention Techniques8601942/24/1986
Alcohol amongst our teenagers is the #1 problem facing our young people today. There are many solutions to this problem, which includes prevention and education. New youth organizations, legislation and innovative educational efforts are being offered to those who wish to become involved in helping solve this problem.
Lightner, Candy
A Comparative Analysis of Factors Impacting on Seat Belt Use7906872/1/1979
A national survey of 1500 adults and 500 adolescents identified the major factors impacting on seat belt use. Particular attention was paid to the important role interpersonal interaction and instruction plays instigating and reinforcing seat belt use. The importance of interpersonal interaction was assessed relative to the impact of demographic variables, perceptions of seat belt comfort and convenience, attitudes concerning seat belt use, and the establishment of the seat belt “habit.”
Kuechenmeister, Timothy J., Morrison, Andrew J., Cohen, Mitchell E.
The Exterior Collision7004342/1/1970
This paper discusses some aspects of accidents in which pedestrians, cyclists and motorcycle riders are involved. The data for this study come from a larger at-the-scene investigation of road accidents which has been underway in the central part of Britain since 1965. The study was so designed that the sample of accidents would be representative as far as possible of the national situation in terms of such factors as urban to rural ratio, time of day distribution and injury severities. Pedestrian accidents are shown to be essentially an urban problem, with marked differences between adults and children both in collision circumstances and consequent injuries. Cyclists involved in accidents are mainly male teenagers, and are the least severely injured of the road users considered. Motorcyclists show different accident characteristics according to the environment of the collision. Urban collisions involve many side impacts and leg injuries, while rural collisions are either head-on or rear-end ones. These motorcycle riders are almost always young males, but half of the passengers (either pillion or sidecar) are female. Helmet use is discussed, and the effect of engine size on the accident characteristics is outlined.
McLean, A. J., Mackay, G. M.
Significant Trends in Human Factors Research on Motor Vehicle Accidents6907952/1/1969
The number of fatalities and injuries from all types of motor vehicle accidents have been increasing throughout the world. This paper analyzes these statistics in an effort to find the causes of this high accident rate and to suggest possible solutions. Among the findings are: the number of people injured is increasing more rapidly than fatalities; the greatest percentage of fatalities occurs in the teenage and young adult age bracket with males predominating; alcohol is a dominating cause of many accidents; the personal and emotional maladjustment of the driver is a contributing factor; those related to old age, disease, and illness of drivers need to be more carefully studied and criteria for disqualification established. Possible solutions include: improved driver training; improved highway design, especially with regard to lighting; improved vehicular design. The author feels the latter is most important as it seems unlikely that driving habits can be radically improved.
McFarland, Ross A.
Nature and Intensity of Clear Air Turbulence6601742/1/1966
The phenomenon of CAT is reviewed indicating the role of wind shear, gravity waves, Richardson number and other indices in relation to turbulence intensity. Standard CAT intensity criteria are reviewed, including vertical accelerations, derived gust velocities, and airspeed fluctuations. Various descriptive criteria are reviewed along with some newer concepts such as “chop”. A panel has teen established to up-date the current intensity criteria. A research flight program is now underway which will furnish a more complete understanding of CAT and a basis for a more quantitative set of intensity criteria.
Colson, DeVer
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