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Kelly Messerschmidt
Technical Communications Manager
Messerschmidt Safety Consultants
Every year, close to 11,000 "green" drivers - teen and young adults ages 15-24 - die in motor vehicle accidents. This is the equivalent of an airplane-full of young people dying each week.
At the "Alive at 25" defensive driving class, put on by the National Safety Council (NSC) and State Farm Insurance, in Birmingham, Alabama, June 14-16, 2011, instructor Janice Leverette told an audience of teen drivers that "the person right next to you is 'the other person.'" And that YOU are the "other person" to everyone else. She explained that you cannot make assumptions about what other people on the road are going to do.... You don't know what they are thinking, or what challenges they are facing behind their own steering wheel. However, while you can't control other drivers, it is your number one responsibility to control yourself and your vehicle. In order to arrive at your destination alive, you need to stay alert, attentive, and understand the hazards and consequences of what you do. Because no one plans to get into an accident.
During the class, the teens shared some of the challenges they've experienced and observed as new drivers. Distractions, lack of experience, "other people" on the road, inattention, arrogance, and feeling like certain rules of the road are "optional" were just some of the challenges this group has witnessed.
"Alive at 25" is an important and valuable class. As an adult sitting in on the class, it was a real eye-opener - and it served as a huge reminder to me that defensive driving is imperative. Something that surprised me (and also took me back down memory lane to my own teen years), was listening to the teens report having seen a number of seriously risky driving behaviors.
Bearing in mind that the oldest teens in today's class were 17, here are some of the things these young adults reported having SEEN other drivers doing: using drugs and/or alcohol, texting and using iPods while driving, dancing in the car, driving "crazy" for "fun," and taking risks for the thrill of it. As Ms. Leverette pointed out to the group, "you are your number one risk on the road." However, you should make the choices that will allow you to survive to grow old.
Strategies that were discussed in the class to help drivers be safer included: - Keeping a following distance of at least three seconds;
- Slowing down in road construction zones;
- Paying attention while on the road and especially during poor weather conditions;
- Being very careful of pedestrians, bicyclists, motorcycles, and also slow-moving vehicles;
- Not participating in distracting activities;
- Watching out for hazards and having a plan;
- Not speeding;
- Taking responsibility for your decisions;
- Buckling up every time you get in a vehicle.
The class participants were very engaged in the class, and they participated actively with each other. I believe the class was very successful in presenting powerful material to teens in a way that was both candid and meaningful.
It's not too late to register for one of tomorrow's sessions of Alive at 25; tomorrow's sessions are geared to new drivers and attendance is free. The sessions will take place at 2125 Data Office Drive, Suite 102, in Hoover, Alabama. There is a session tomorrow at 8am and another one at 1pm. The class is three hours long. Refreshments are provided, and each participant receives a t-shirt and a red thumb ring to serve as a reminder to not text and drive. Call 1-800-457-7233 to sign up or to learn more.
If you can't make it for these new-driver sessions of "Alive at 25," there will be more offered this October during Teen Driver Week. However, the class is also offered to experienced drivers, as well as to people who have received moving violations. To view contact information for signing up or learning more, please visit the National Safety Council’s Alabama Chapter online.
Kevin Jones
Technical Analyst
Messerschmidt Safety Consultants
With so many telematics and smart phone technologies built into today’s automobile, what’s possible seems limitless. More and more, it looks like we’re closing the gap between what Hanna-Barbera’s The Jetsons envisioned in the 1960s and where we are now.
Nevertheless, all of this technology is not as openly welcomed as you might think. While there is a lot of excitement about new technologies and their being incorporated into automobiles, some safety advocates would like to see more restraint.
On June 9, 2011, the National Highway Traffic Safety Administration’s Administrator, David L. Strickland, spoke at the 2011 Detroit Diesel conference in Novi, Michigan. Mr. Strickland praised the use of vehicle technology that supports such functions as vehicle maintenance and also the use of navigation systems to help first-responders in the event of vehicle crashes. However, he made it clear that he does not support technologies that are distracting to drivers. In Mr. Strickland’s presentation, titled "USDOT Sheds Lights on Driver Distraction Issues (Crucial Session)," he expresses that while drivers’ connecting to all the new technologies in their vehicle is not necessary, some vehicle owners still very much embrace the technologies being added to vehicles.
In May 2011, at the Association for Safer International Road Travel Annual Gala Fundraiser, in Washington, D.C., Mr. Strickland spoke about the need for crash avoidance technologies. In his remarks, Mr. Strickland says, “Crash avoidance technologies provide an opportunity to save lives and reduce injuries by supporting the driver and preventing crashes from occurring in the first place.” He also puts forth that vehicle to-vehicle communication and vehicle-to-infrastructure communication are two possible ways to help reduce the number of automobile crashes.
However, at the same time that these safety applications are making a positive difference in reducing crashes, and while their use is being encouraged, NHTSA is simultaneously “taking a hard look at these systems” and challenging both the auto industry and cell phone industry to work hand-in-hand with federal transportation officials “to keep the driver on their required task: driving.”
Bill Messerschmidt
Manager
Messerschmidt Safety Consultants
The final session of the SAE 2011 Highway Vehicle Event Data Recorder (EDR) Symposium - a fine event - was the second Unique Applications.
The first speaker was Dave Plant from Washington, D.C. Mr. Plant spoke about research with the new DDEC 10 ECM system. Impressively, he was able to not only describe the new attributes of the DDEC 10, but he also compared this new system to the results of both SAE 2010-01-1004, which he co-authored (dealing with power loss and key signal requirements) and SAE 2001-01-0808, which dealt with data retrieval methods in other Detroit Diesel engines (and which Dave was the lead author of). Most interestingly, the DDEC 10 is a three-module system, with an additional module that controls emissions.
The second speaker was John Brophy from NHTSA. Mr. Brophy discussed the NHTSA NASS, SCI, and CIREN programs. These projects are currently collecting data, including EDR data, on thousands of crashes each year to be used in various highway safety projects (such as Dr. Gabler's work, which was discussed on Day 1). For example, between 2007-2009, NASS and SCI conducted 21,000 vehicle inspections, collecting approximately 600 data points per crash.
The third speaker was yours truly, discussing driver braking behavior in heavy vehicle (HV) crashes. My research attempts to use HVEDR data for the purpose of determining the characteristics of HV operator braking responses in crash and near-miss events. The research was able to demonstrate similar braking behavior between the HV operators and research respondents in testing of passenger vehicle drivers.
The final speaker was Balaji Yelchuru, who discussed using EOBR and on-vehicle technologies for green transportation. There seems to be a great deal that electronic real-time data can do, not just for our immediate safety as road users, but also for our environmental health and well being.
Well, that's a wrap. I hope those who followed my live-blogging found it enjoyable, and I hope to see you at future SAE events!!!
Bill Messerschmidt
Manager
Messerschmidt Safety Consultants
Wrapping up the SAE 2011 Highway Vehicle EDR Symposium are two sessions on "Unique Applications." The first of these is on Video Data Recorders. The speakers are from two video providers (DriveCam and SmartDrive) and two universities - Virginia Tech and the University of Iowa.
The first speaker is Robert Bartels from DriveCam. One of DriveCam's goals is to provide video that can be used as a training tool to improve performance and teach drivers better behavior and skills. DriveCam works on the following progression: capture risky behavior, upload triggered events, review and analyze, provide to company, coach driver, driver returns with better skills or understanding. DriveCam boasts cost savings for collisions up to 80% for clients, and fuel and maintenance savings of up to 12%.
The second speaker is Matthew Camden from the Virginia Tech Transportation Institute (VTTI). Mr. Camden is discussing the combination of Onboard Safety Monitoring systems (OBSMs) with behavior-based safety methods. VTTI studied the implementation of DriveCam in commercial vehicles for two fleets in the US (50 drivers per fleet). Based on their study, the combination of monitoring and coaching produced statistically significant safety benefits (fewer crashes and near misses).
The third speaker is Dr. Daniel McGehee from the University of Iowa. He is speaking by way of video feed. Dr. McGehee is describing the integration of Video Data Recorders (VDR) (like DriveCam and SmartDrive) into the Automatic Crash Notification system. VDR systems have several advantages over other systems, largely because they are capable of providing more information on the context surrounding the crash.
The video feed itself was the one disappointment - otherwise the Symposium has been carried out flawlessly. The problem appears to be that the internet connection speed isn't good enough to support voice + video, and only about every third word of Dr. McGehee's has been audible. The disappointment really is that I've read quite a bit of Dr. McGehee's work, and I was greatly looking forward to his presentation. However, the session organizer, Ms. Freund, announced that Dr. McGehee will be recording an audio file to supplement his PowerPoint.
The final speaker is Jason Palmer from SmartDrive. SmartDrive has a database of 38 million safety critical events, which they use to evaluate driver behavior. Like the other presenters in this area, Mr. Palmer is speaking to the benefits of video monitoring with driver coaching. One of the biggest value-added attributes of these systems (both DriveCam and SmartDrive) is that these companies have gone to great lengths to make the data very easy for the safety manager (coach) to understand and then communicate with drivers.
Visit SAE's page to learn more about the speakers. View the Event Guide for the SAE 2011 Highway Vehicle EDR Symposium (pdf).
Bill Messerschmidt
Manager
Messerschmidt Safety Consultants
We're into the home stretch of an excellent conference, and the first session after today's lunch is Passenger Car Event Data Recorder (EDR) Applications.
The first speaker is Michael Varat from KEVA Engineering. Mr. Varat is discussing a method of modeling and completing an incomplete crash pulse in passenger vehicle EDR data sets. In this case, the RCM from a Ford captured a portion of the crash pulse, but not the entire pulse. Mr. Varat's presentation uses the techniques for crash pulse modeling, or curve fitting, that are described in his 2000 SAE Technical Paper. This is super cool! Mr. Varat mentioned that the technique he is describing will be the subject of a 2012 SAE paper. I am looking forward to reading it!
The second speaker is Dr. Matthew Craig of NHTSA, who is discussing Advanced Automatic Collision Notification (AACN). The goal is to get the "right person to the right place, at the right time." This means getting those who are seriously injured to a Level 1 Trauma Center. This is extremely important and useful information. Having worked in law enforcement and been a first responder to quite a few crashes, I'm well aware of how difficult it can be for medics and officers to respond appropriately and make good triage decisions. EDR data may be highly beneficial to AACN algorithms. NHTSA is working with the CDC on estimating the benefits of AACN, as well as the implementation of AACN systems to the level of the 911 center.
The third speaker is Tony Reed from TRL in the United Kingdom. Mr. Reed is discussing the EDR experience in the UK. Most EDRs are purpose built Incident Data Recorders and have been used mostly by emergency responders (police, fire, ambulance). Less than 1% of the UK fleet are US vehicles, based on Mr. Reed's research. In spite of the small numbers, TRL has taken a leadership role in EDR data acquisition and analysis in the UK, and has purchased the CDR Tool.
Mr. Reed discussed a case where the Thames Valley Police called on TRL to use the Bosch CDR Tool. (I am jealous by him stating that in the UK, all police agencies use Total Stations and will be moving to 360 degree laser scanners.) The case involves a Chrysler 300 that struck a slow-moving vehicle on the M40, west of London. Mr. Reed was able to cross-check the EDR data using both HVE Software and also with CCTV that was active on the Motorway. Using these techniques, Mr. Reed and TRL were able to validate the EDR, and the striking driver pled guilty to Careless Driving Causing Death, "in the face of overwhelming evidence." Very neat stuff!
Over the last two days, I've had the great pleasure of speaking with Mr. Reed at some length on the subject of electronic tachographs that are mandated by the EU and in use throughout Europe. Seeing the type of data mandated and available in the EU has been very interesting.
The last speaker in this group is Cleve Bare of Exponent, who is discussing the potential issues with Serial Bus latency as pertaining to pre-crash data. Mr. Bare and his colleagues instrumented a test vehicle and demonstrated that the speed shown at Time = -1 occurred at random intervals, evenly distributed at any point in the final second before algorithm-enable. The vehicle speed was accurate to within approximately 1 mile per hour. Their hard braking runs showed wheel slip as would be anticipated in such circumstances.
Visit SAE's page to learn more about the speakers. View the Event Guide for the SAE 2011 Highway Vehicle EDR Symposium (pdf).
Bill Messerschmidt
Manager
Messerschmidt Safety Consultants
The second session today is "Commercial Vehicle Original Equipment Manufacturer (OEM) (and Supplier) Perspectives," with speakers from Daimler Trucks, Volvo Trucks, Navistar, and Meritor Wabco.
The first speaker is Paul Menig from Daimler Trucks North America. Mr. Menig is discussing Safety from Start to Finish. He points out that a heavy vehicle has approximately 10 computers (engine, transmission, ABS, and so on). He points out that the general trend in the trucking industry has been for new technology to begin as an aftermarket option and then move toward greater integration (prep package, pre-delivery) until it becomes an OE factory option.
The next speaker is Timothy LaFon from Volvo Trucks North America. Mack and Volvo are headquartered in Greensboro, NC. The major control units on these vehicles are ABS, Airbags, Electronic Stability Control (ESC), EECU and VECU (Engine and Vehicle Electronic Control Units, respectively). There is also a light control module. He points out that ECUs were not developed for accident or crash investigations, and that physical data need to be considered as well as electronic data.
Beginning in 2002, Volvo does have "freeze frame" data associated with fault codes. Mr. LaFon announced that Volvo DOES HAVE INCIDENT LOGGING. The Volvo EDR, which begins in 2010, has two events: one associated with a Last Stop and one associated with a wheel speed trigger of 10mph/sec. There is one fault associated with VECU faults and one with EECU faults. These have 60 seconds of pre-event and 30 seconds of post-event data at 4Hz.
Airbag control units can be downloaded but need to be sent back to Europe. ABS and ESC systems should be downloaded by the supplier (e.g., Bendix or Wabco).
THIS IS THE FIRST OFFICIAL, PUBLIC ANNOUNCEMENT FROM VOLVO THAT THEIR TRUCKS HAVE AN EDR.
As of now, Mr. LaFon states that all Volvo VECU/EECU downloads must be handled by Tim Cheek (Delta-V Forensic Engineers) or John Steiner (KEVA Engineering). Mr. LaFon states that the reason for this is that they (Volvo) have concerns about data accuracy, evidence spoliation, and that Volvo has no method for selling the EDR Retrieval Tools to the public.
I think it's worth pointing out here that the engineering, research, and crash investigation community have successfully dealt with these very same issues with the other engine manufacturers' EDRs, including self-funding dozens and dozens of research papers over (literally) decades in light vehicle and heavy vehicle EDRs. Ironically, most of that research has been published though SAE.
The third speaker is Alan Korn from Meritor Wabco. Mr. Korn is describing the data monitoring system that Meritor Wabco offers called Safety Direct. This system can monitor and record driver behavior and alert a safety manager of aggressive driving. Safety Direct monitors and records events (10 seconds before and after), and can include video. It can be downloaded directly from the vehicle or it can be uploaded by a telematics system.
The final presentation in this group is from Eric Swenson of Navistar. Mr. Swenson is discussing the electrical, mechanical, space, and power requirements for a J2728-compliant HVEDR.
Visit SAE's page to learn more about the speakers. View the Event Guide for the SAE 2011 Highway Vehicle EDR Symposium (pdf).
Bill Messerschmidt
ManagerMesserschmidt Safety Consultants
The second day of the SAE 2011 Highway Vehicle Event Data Recorder (EDR) Symposium kicks off with a morning session on international perspectives on EDRs. Speakers from Germany, Switzerland, Sweden, and Japan will be up this morning.
The session begins with Ralph-Roland Schmidt-Cotta from Continental GmbH in Germany. Herr Schmidt-Cotta is covering the historical background of EDRs. This history goes back to 1971, when mechanical tachographs were mandated in the European Economic Community. In 1973, the German Traffic Court Conference called for an Accident Data Recorder. Currently, the EU is attending to vulnerable road users (cyclists and motorcycle users) because fatalities among these road users are increasing relative to the number of overall fatalities. EDR technology may assist in these incidents. The European Parliament will be considering several bills that may require EDR technology in Europe for accident research, but the use of EDR data in civil and criminal proceedings will likely be left to the national level.
The second speaker, from the Japan Automotive Research Institute (JARI), is Nobuyki Uchida. His presentation is Human Error Analysis in Pedestrian Incidents. In Japan, pedestrian accidents account for approximately 35% of fatalities. In response to this, JARI conducted a naturalistic driving study using video recorders. Five video cameras were linked to vehicle onboard data, such as speed pulse and brake activations. Based on their research, attentional allocation and temporal obstructions were causal factors in drivers making the incorrect decision that it was safe to turn. JARI will be working to develop pedestrian sensors that can assist drivers in avoiding these crashes.
The third speaker is Tobias Aberle, from AXA Winterthur in Switzerland. AXA implemented a crash data recorder for its customers and offered a 15% discount on insurance premiums. These crash recorders are specifically designed for capturing data after an incident, and they provide overwrite protection, backup power, and record at higher resolution during the crash than during the seconds leading up to and after it. This is quite nice, since it was designed for accident investigations. I am a bit surprised that the crash recorder is a robust accelerometer and doesn't include driver inputs such as throttle position or brake pedal position.
The final speaker of the first session today is Dr. Anders Ydenius from Folksam Research in Sweden. Dr. Ydenius has analyzed crashes with EDR-equipped vehicles between 1992 and 2008, with a specific focus on road design and its interaction with driver and occupant injuries. Crashes were analyzed by speed limit, crash type, friction conditions, and fixed object (for single vehicle crashes). One of the (several) interesting conclusions was that wire guardrails and W guardrails offer significant potential for injury mitigation over concrete barriers.
This is one of the coolest aspects of this seminar: having renowned international speakers from Europe and Asia offers excellent perspective.
Kelly Messerschmidt 
