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Patlu, Srikanth. "Occupant restraint modeling seat belt design." Ohio : Ohio University, 2001. http://www.ohiolink.edu/etd/view.cgi?ohiou1174316672.
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Gavelin, Anders. "Seat integrated safety belts : a parametric study using finite element simulations." Licentiate thesis, Luleå : Luleå University of Technology, 2006. http://epubl.ltu.se/1402-1757/2006/21/index.html.
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Lee, Siu-kin, and 李紹權. "A study of government regulatory policy: the compulsory use of seat belts in Hong Kong." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 1985. http://hub.hku.hk/bib/B31974491.
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Roberts, David Stevens. "Evaluation of a large scale intervention project to increase safety belt use in eight Virginia communities." Thesis, This resource online, 1991. http://scholar.lib.vt.edu/theses/available/etd-10222009-125152/.
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Swanno, TinaMarie. "Socialization variables related to non-usage of seat belts by 16-24 year olds." View electronic thesis (PDF), 2009. http://dl.uncw.edu/etd/2009-1/swannot/tinamarieswanno.pdf.
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Loken, Zach. "Law Enforcement Seat Belt Use: Impact of Policy and Phenomena on Use." ScholarWorks, 2019. https://scholarworks.waldenu.edu/dissertations/7402.
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Studies show that seat belt use by law enforcement officers is estimated to be at 50%, well below the national average. The purpose of this study was to explore what may be leading to reduced seat belt use by law enforcement patrol officers while also determining if different types of policies effect the level of seat belt usage by this population. The theoretical framework used in this study was Shafritz, Ott and Jang's theory of organizational culture and change. This quantitative study was conducted using a casual, quasi-experimental design; the research questions focused on understanding what phenomena may be occurring resulting in the lower seat belts by U.S. police patrol officers and what types of policies are resulting in increased seat belt usage by this population. Participants in this research consisted of 38 officers from police departments with patrol divisions. These departments were selected from the Phoenix Metropolitan Area. The research indicated that officers may have false perceptions in regard to seat belt use. Trainings should be delivered to debunk some of these myths while also providing practical seat belt use training. The results of this study can be used to develop better policies to increase seat belt usage by law enforcement officers, which would likely reduce the injuries and death as a result of auto accidents. Decreased injuries and deaths of law enforcement officers would lead to decreased insurance and workers' compensation claims that would reduce the tax and financial burden faced by citizens and jurisdictions.
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Trail, Thomas. "Community-based feedback to promote road safety." Thesis, Virginia Tech, 1994. http://hdl.handle.net/10919/33958.
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Lee, Siu-kin. "A study of government regulatory policy : the compulsory use of seat belts in Hong Kong /." [Hong Kong : University of Hong Kong], 1985. http://sunzi.lib.hku.hk/hkuto/record.jsp?B12316155.
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Gilmore, Michael Richard. "Safety belt promotion at community swimming pools : effects of policy, rewards, prompts, and education /." Thesis, This resource online, 1990. http://scholar.lib.vt.edu/theses/available/etd-05022009-040555/.
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Berry, Thomas Davis. "Experimental analysis of specific auditory-light safety belt reminder systems and safety belt behavior: "prods" or "prompts"." Thesis, Virginia Tech, 1988. http://hdl.handle.net/10919/43833.
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Safety belt reminder systems are ubiquitously present in most, if not alI automobiles sold in the United
States. Past research has found that the effectiveness of these reminder systems have shown minimal social benefit in the effort to increase safety belt use. The current investigation was conducted to determine if modified reminder systems could improve safety belt use. This research used an electronically equipped research vehicle sponsored by General Motors Corporation. The vehicle's research equipment allowed for the manipulation of different auditory reminder stimuli (i.e., chime, buzzer, and voice), temporal factors (e.g., presentation delays and second reminders) I and the measurement of the driver's safety belt use. Three modifications were explored: the presentation of a Delayed Reminder, Second Reminder, and comparisons of different auditory stimuli. The vehicle
also permitted a single subject repeated measure design and methodology that provided process analysis.
The results showed that the Delayed Reminder appeared ineffective at increasing belt use, whereas the Second Reminder was found to increase two out of nine subjects' safety belt response rates. The differential effects between the three auditory stimuli (i.e., Chime, Buzzer, & Voice) were inconclusive, though for two subjects the Buzzer and Voice were associated with safety belt increases.Master of Science
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Allen, Kathy Cox. "An economic model of highway fatalities." Thesis, Virginia Polytechnic Institute and State University, 1987. http://hdl.handle.net/10919/90961.
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Where can state, local and federal government officials concentrate their resources in order to reduce the highway fatality rate?
A highway fatality model was developed to determine which factor has the greatest positive or negative impact on the highway fatality rate. A cross-section of data from states for 1984 and 1985 was collected for the following variables: average speed, speed variance, percentage of drivers wearing seat belts, percentage of licensed male drivers, percentage of drivers under 25 years of age, drinking age for beer, per capita alcohol consumption, percentage of urban population, and percentage of urban roads.
The highway fatality equation was estimated via an iterative approach using ordinary least squares. The variables testing significant include: average speed, speed variance, drinking age for beer, percentage of drivers under 25 years of age, and percentage of urban roads.
When translating the results into a policy action, it was determined that keeping the speed limit at 55 MPH on rural interstates would prevent the greatest number of traffic fatalities. Other policy actions considered in order of their impact on highway fatalities include: more stringent enforcement of the 55 MPH speed limit, restricting teenage night-time driving, raising the driving age to 17 years of age, and raising the drinking age for beer to 21 in the seven remaining states.M.A.
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Lehman, Galen Richard. "Increasing children's safety belt use: intrinsic versus extrinsic motivators." Diss., Virginia Polytechnic Institute and State University, 1988. http://hdl.handle.net/10919/53943.
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A field study investigated the relevancy of certain theories in applied psychology for increasing vehicle safety belt use by children. Five different intervention activities applied either extrinsic rewards, or focused on the development of intrinsic motivation (e.g., personal commitment, awareness, active participation). The subjects were 138 children, aged five to eleven years, who attended five 30-min safety belt intervention activities as part of a summer recreation program conducted at three elementary schools. Safety belt use by children and their parents was directly observed and coded by vehicle license number both before and after the interventions. Coupons for free food at a fast food restaurant were distributed to participants by the school personnel, and safety belt use was observed at the restaurant's drive-thru window to assess generalization.
The results revealed that participants from all three reward contingency conditions (i.e., rewards for safety belt use, participation, and noncontingent rewards) significantly increased their frequency of safety belt use from the baseline to intervention phase. The parents, although not direct participants in the program, showed similar increases in safety belt use. The increase in safety belt use also generalized to the fast food restaurant for both children and parents; however this effect was transient. Data collected during a three-week withdrawal period indicated that safety belt use decreased slightly among participants rewarded for belt use during the intervention, whereas safety belt use increased slightly for those who received noncontingent rewards or rewards for participation. This finding is consistent with "minimal justification" and "intrinsic motivation" theories and suggests that long-term maintenance and generalization of changes in safety belt use are inversely related to the degree of external control exerted to motivate safety belt use.
From an application perspective, this research developed practical community-based interventions for increasing the use of safety belts among children, and demonstrated that behavior change among children may influence the safety belt use of other members in their family.Ph. D.
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Streff, Frederick M. "Driving safety and safety engineering: exploring risk compensation." Diss., Virginia Polytechnic Institute and State University, 1986. http://hdl.handle.net/10919/49837.
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Hansson, Anders Stolt Andreas. "Safety belts in lifeboats : evaluation and dynamic tests for improved launch safety /." [Linköping, Sweden] : Swedish National Road and Transport Research Institute, 2002. http://www.vti.se/PDF/reports/S352.pdf.
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Thesis (M.S.)--Kungl. Tekniska högskolan, 2002.Includes bibliographical references (p. 125-126). Also available online via the Swedish National Road and Transport Research Institute web site (www.vti.se).
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Nimmer, James G. "Motivating safety belt use at a hospital setting: towards an effective balance between extrinsic incentives and intrinsic commitment." Thesis, Virginia Polytechnic Institute and State University, 1985. http://hdl.handle.net/10919/104520.
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Oliveira, Sergio Ricardo Lopes de. "Erros da utilização de assentos de segurança infantil por usuários de creches na cidade de Maringá, Paraná." Universidade de São Paulo, 2010. http://www.teses.usp.br/teses/disponiveis/6/6136/tde-18042011-163109/.
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Introdução - Para minimizar mortes e lesões entre crianças passageiras de automóveis existem os Assentos de Segurança Infantil (ASI), que são pouco utilizados ou utilizados erroneamente. Recente lei brasileira normatiza o uso de ASI e ressalta a necessidade de informações estatísticas, donde surgiu a intenção de estudar erros utilização de ASI com base em recente dissertação de mestrado que apontou uso de ASI por 36,1 por cento das crianças matriculadas em creches em Maringá. Não há dados brasileiros publicados quanto a erros de utilização de ASI. Objetivo - Analisar erros de utilização de ASI por crianças matriculadas usuários de creches em Maringá e fatores relacionados. Métodos - Estudo observacional transversal de coleta de dados prospectiva e eixo analítico retrospectivo. Resultados 42,7 por cento das crianças apresentavam erros de utilização. O modelo de regressão logística evidenciou maiores chances de erros na presença de duas ou mais crianças no veículo (OR = 5,10 com p = 0,007) e com menores níveis de escolaridade e renda dos pais (média renda e escolaridade OR = 7,00 com p = 0,003 e baixa renda e escolaridade OR = 3,40 com p = 0,03). Discussão Os dados são coerentes com publicações internacionais. Há expectativa dos efeitos da recente lei brasileira sobre uso de ASI, porém sabe-se que além da lei, há necessidade de estratégias educativas e facilitadoras de acesso aos ASIIntroduction - Minimize deaths and injuries among children who are passengers of vehicles with Child Safety Seat (CSS) which are not usually or wrongly used. A current Brazilian law regulates the use of CSS and enhances the need for information statistics, from which came the intention of studying errors in the use of CSS, based on a recent Master degree dissertation that pointed out that it is used in 36.1 per cent of the cases of children enrolled in day care centers in Maringá, Brazil. There is no data in Brazil published about the misuse of CSS. Objective - Analyze errors of CSS use by children who attend day care centers in Maringá and related factors. Methods - Observational and cross-sectional study of prospective data collection and retrospective and analytical axis. Results - 42.7 per cent of children demonstrated errors of use. The logistics regression model determined greater possibilities of errors in case of presence of two or more children in the vehicle (OR = 5.10, p = 0.007) and lower levels of parents´ education and income (average income and education OR = 7.00, p = 0.003 and low income and education OR = 3.40, p = 0.03). Discussion - The data is consistent to the international publications. There is an expectation about the effects of the current Brazilian law on the use of CSS, but it is known that besides the law, educational and facilitating strategies to the access to the CSS are necessary
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Wyckoff, Christopher David. "Investigation into and design of an automatic restraint system for ROPS-equipped off-road vehicles." Thesis, This resource online, 1994. http://scholar.lib.vt.edu/theses/available/etd-06162009-063505/.
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Martinec, Pavel. "Návrh bezpečnostních prvků vozidla Formule Student." Master's thesis, Vysoké učení technické v Brně. Fakulta strojního inženýrství, 2011. http://www.nusl.cz/ntk/nusl-229847.
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The subject of this thesis is to design safety components for the Formula Student car. The aim is to handle the driver’s safety proposals regarding the competition rules. The main point of interest is focused on the impact attenuator issue, which is designed and tested by appropriate method. In addition are designed other security features such as seat belts, seat belts installation and driver equipment are.
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Monnier, Gilles Verriest Jean-Pierre. "Simulation de mouvements humains complexes et prédiction de l'inconfort associé application à l'évaluation ergonomique du bouclage de la ceinture de sécurité /." Villeurbanne : Doc'INSA, 2005. http://docinsa.insa-lyon.fr/these/pont.php?id=monnier_g.
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Lindquist, Mats. "Fatal car crash configurations and injury panorama : with special emphasis on the function of restraint system." Doctoral thesis, Umeå : Umeå universitet, 2007. http://urn.kb.se/resolve?urn=urn:nbn:se:umu:diva-976.
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Bryggman, Elin. "Optimal "Belt-in-Seat" : A study to evaluate the optimal positioning of a Belt in a car's frontal seats." Thesis, Luleå tekniska universitet, Institutionen för ekonomi, teknik och samhälle, 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:ltu:diva-79807.
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The world is continuously moving, and so are the life on it. As our society is constantly evolving and the width of human needs are rising, do organization need to provide new solutions that can satisfy our needs. Consequently, every designer is going to meet new challenges whenever the situation calls for it. This is the situation that CEVT’s engineers have found themselves in and the reason as to why this engineering project has become relevant for their industrial development and innovation. The seatbelt designers at CEVT’s Restraints department have encountered a situation where it forces them to change their product as it can no longer be installed in the cars’ B-pillars. The company must investigate alternative positionings with regard to the car's new design criteria in order to recreate or improve the functionalities in both safety and comfort of their seatbelt system. My project objective is to investigate alternative positionings and components that are part of the classic three-point seatbelt system with an aim to ensure good user experience in the area of comfort. By the end of this thesis I ought to have answered the following Mission Statement: “Determine the most optimal positioning and components of the seatbelt system to reduce inertia for a fontal Belt-in-Seat, where the system’s performance should be comparable to the users’ experience from an installation of a seatbelt in a B-pillar.” To establish the best component combination out of the parts delivered from Autoliv AB and secure an optimal placement for the involved parts, have I followed the three-stage process described by IDEO (2015). The Inspiration phase has included a Literature study, benchmarking, analytical assessments of user needs as well as prepared and performed of a test on the seatbelt system. The Ideation phase was focusing on establishing a placement for the system's components through a brainstorming so that it could be mounted in a seat prototype prepared for the user experience tests performed. The last phase, Implementation, consisted of an analysis that was focusing on the feedback received from users of different anthropometry. But also concentrated on summarizing all data collected throughout the project to select the final concept for this assignment.Världen och allt liv på jorden är i ständig rörelse. När samhället strävar efter utveckling uppkommer samtidigt nya behov hos människan och dess omgivning, vilket gör att olika organisationer och företag behöver leverera nya lösningar och designa artefakter för att tillfredsställa människans behov. Varje designer kommer att möta nya utmaningar när en situation tvingar dem att ändra sina produkter. Detta är en situation som CEVT:s bilbältesdesigners står inför och anledningen till att detta arbete blivit aktivt för företagets industriella utveckling inom innovation. Situationen som tvingar konstruktörerna att ändra bältessystemets design är att systemet inte längre kan monteras i passagerarbilens B-stolpar. Därför måste företaget undersöka alternativa positioneringar som överensstämmer med bilens designkriterier för att återskapa bältets funktionalitet som berör både säkerhet och komfort av deras bältessystem. Arbetets syfte är att undersöka alternativa positioneringar och de inkluderade komponenterna som utgör ett klassiskt tre-punkts bälte med målet att säkerställa en god användarupplevels inom området komfort. I slutet av projektet skall jag ha uppfyllt följande Mission Statement: “Bestäm den mest optimala positioneringen och komponenter av ett säkerhetsbältes system för att reducera krafterna från ett bältes-integrerat framsäte, en ’Belt-in-Seat’, där systemets prestandard skall vara jämförbart med användarens upplevelse av en installation av bältet i bilens B-stolpe.” Jag har följt IDEOs (2015) tre-stegs process för att säkerställa den bästa kombinationen av komponenter som har tillhandahållits av Autoliv AB samt fastställa en optimal placering av varje komponent i systemet. Inspirationsfasen har inkluderat en litteraturstudie, benchmarking, analytiska bedömningar av användarens behov samt förberett och genomfört ett test på bältesystemets prestandard. Ideationsfasen fokuserade på att etablera en placering för systemets komponenter genom en brainstorming så att dessa kunde monteras i en sätesprototyp som förberetts inför testerna för att evaluera användarens komfortupplevelse. Den sista fasen, Implementation, bestod av en analys som fokuserade på feedbacken från testpersonerna som erhöll olika antropometri. Fasen kretsade kring att sammanfatta all data som samlats in genom hela projektet för att välja det slutliga konceptet för uppgiften.
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Karlsson, Hanna, and Hanna Tullock. "User perceptions of belt in seat installations : A comfort and mobility study." Thesis, Högskolan Väst, Avdelningen för maskinteknik och naturvetenskap, 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:hv:diva-10975.
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This thesis' work has been conducted at and made possible by Autoliv Sverige AB in Vårgårda. The aim of this thesis is to study how the occupant experience of the belt changes when it is moved from a traditional installation point in the car's B-pillar, to the seat. This shall be studied in terms of how the perceived comfort is influenced by a belt in seat in an upright and a reclined seat back position of 20 and 45 degrees, for different sizes of occupants. Also how the ability to reach a belt in seat is affected by the size and mobility of the occupant. Based on this new knowledge, an optimal outlet position for a belt in seat shall be proposed, from a comfort perspective. The work has used a cross-sectional research approach to achieve its purpose. Through the cross-sectional approach, several different qualitative and quantitative methods have been used. Initially, a literature study where subjects relevant to the forthcoming study was studied. Meanwhile, a competitive analysis of existing belt in seat installations in new cars available on the market was planned and carried out. In the main element of this work, a two-part comfort and mobility study with a belt in seat was performed. The study combined the methods interview, survey and observation. Through the interview, qualitative questions were asked as a complement to the quantitative responses given by the test subjects on scales in the survey. Observations were used to observe the subjects' behavior and difficulties regarding the belt in seat. A major limitation of the results of the study is the deficient distribution of sitting heights and genders in the group of test subjects, which founded a certain bias in the results. This has been the reason why it has not been possible to draw any certain conclusions from the results, however, some trends have been seen. The comfort study revealed several different assessments of the belt that contributed to discomfort, including the perception of the belt being too close to the neck or too far out on the shoulder. Additionally, the discomfort significantly impaired when the seat was reclined to the relaxed state. The mobility study showed that more subjects felt limited by their own bodies in the movement than by the belt. In addition did the reversed belt geometry create large discomfort issues at the neck. An important conclusion of this thesis is that the seat's design is as important to the customer experience of discomfort of the belt as the positioning of the outlet. It has also become clear that the accessibility of a belt in seat is strongly limited, as it was tested in this study.
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Simsekoglu, Ozlem. "Correlates Of Seat Belt Use Among Turkish Front Seat Occupants." Master's thesis, METU, 2005. http://etd.lib.metu.edu.tr/upload/12606193/index.pdf.
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CORRELATES OF SEAT BELT USE AMONG TURKISH FRONT SEAT OCCUPANTS
SimSekoglu, Özlem M.S., Department of Psychology Supervisor: Assoc. Prof. Dr. Timo Lajunen June, 2005, 79 pages This thesis included three separate studies, which were observational, interview and survey studies, on seat belt use among Turkish front seat occupants. The observation study investigated occupant characteristics and environmental factors affecting seat belt use. Seat belts were used significantly more among females and older occupants than among males and younger occupants
and on intercity roads, at weekends and in the afternoons than on city roads, at weekdays and in the evenings. The interview study investigated the common reasons for using and not using a seat belt in different trip types, qualitatively. Safety, situational conditions, habit and avoiding punishment were the commonly reported reasons for using a seat belt, while situational conditions, not believing the effectiveness of seat belt use, discomfort and no habit of using a seat belt were the commonly reported reasons for not using a seat belt, for most of the trip types. In the third study, seat belt use both on urban and rural roads were explained with the basic and extended Theory of Planned Behavior (TPB) models and Health Belief Model (HBM), using Structural Equation Modeling. Basic TPB model showed a good fit to the data, while extended TPB model and HBM showed a low fit to the data. Within TPB constructs, attitudes and the subjective norm had a positive and significant relation to intentions to use a seat belt. Results were discussed for their implications to traffic safety in Turkey, along with limitations of the study and suggestions for further studies.
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Bradley, Andrea Danielle Goggin Kathy J. "Seat belt use among African Americans." Diss., UMK access, 2005.
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Thesis (M.A.)--Dept. of Psychology. University of Missouri--Kansas City, 2005."A thesis in psychology." Typescript. Advisor: Kathy Goggin. Vita. Title from "catalog record" of the print edition Description based on contents viewed March 12, 2007. Includes bibliographical references (leaves 42-46). Online version of the print edition.
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Niklasson, Johan. "Conceptual Design of Seat Belt Installation for Rear-facing Child Car Seat." Thesis, Luleå tekniska universitet, Institutionen för ekonomi, teknik och samhälle, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:ltu:diva-73129.
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Children are more vulnerable in vehicles compared to adults in collisions. Two main reasons are the different body structure between these two and vehicles are more designed to fit adults. Children’s head is larger relative to their body mass and their neck muscle ligaments are still not fully developed. Children are therefore in need of a restraint system that match their anatomy to make them protected during transportation in vehicles. Crash tests have shown that if children up to the age of five use rear-facing child car seats are the chances reduced of injuries by five times compared to front-facing. This report describes the development project of a concept which enables to fasten a rear-facing child car seat with the car seat belt. The objective was to design the fastening components for a rear-facing child car seat that suits children up to five years and considering the regulations, ECE R44, and the Swedish Plus test. This is a Master thesis that has been in collaboration with Company Xand Havd Group in Gothenburg. The project aimed to deliver a digital concept of the fastening components with information about the material, manufacturing methods, product costs, and design form. Also, was the aim to gather information through the project on what it takes to develop a rear-facing child car seat. The project consisted of five phases: planning, pre-study, ideation, detailed design and at last presentation of the result. The first phase was to plan and coordinate the project. A pre-study was then made investigating the products on the market, interviews with both users and experts regarding safety for children in vehicles, relevant literature for developing a child car seat was also collected and regulations were studied. The ideation phase developed ideas and three concepts were taken forward for development. One concept was chosen after decision making and the concept was more detailed designed in CAD.The result is presented through a CAD model which illustrates the design form and chosen material. The result is a concept that fastens the car seat belt with two hooks which can be connected to the child car seat base. In the base is two buckles designed to connect with the hooks, which uses the same fastening way used in the vehicles to fasten passengers. This is supposed to increase the usability of the installation. Material, manufacturing methods and product costs have been considered and are presented with the result.
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Posner, George. "Do Seat Belt Laws Drive Up Insurance Premiums?" Scholarship @ Claremont, 2012. http://scholarship.claremont.edu/cmc_theses/423.
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If you have to wear a seat belt when you drive, are you safer? Intuitively, it may seem that the answer is yes. After all, if you are wearing a seat belt and get in an accident, you are half as likely to die, and 62% of fatal accident victims were not wearing seat belts at the time of accident. The Centers for Disease Control and Prevention, the National Highway and Transportation Safety Administration, the Governors' Highway Safety Administration, and many other organizations highly recommend wearing seat belts. The NHTSA claims that in 2010 alone, approximately 12,500 deaths were prevented by seat belt use alone. Seat belt laws clearly reduce the chance of death to vehicle occupants in a given auto accident.
In response to these findings, the federal government has made the release of highway funds to states contingent on the passage of state laws mandating seat belt adoption. Laws mandating seat belt use, along with extensive campaigns to raise public awareness, have caused seat belt use to rise from 69% in 1998 to 88% in 2009. As of this writing, laws mandating the use of seat belts when driving have been passed in every state save New Hampshire. Intuitively, this should make roads safer because seat belts make an accident more survivable.
Does wearing a seat belt, however, make that accident more likely to occur in the first place? If a driver wears a seat belt now and I didn't before, does he feel safe enough to take more risk? In this paper, I examine this question using insurance premiums as a proxy for the likelihood of an accident. The rest of the paper is organized as follows. Section 2 offers background information, including a framework with which to interpret a driver’s actions and a review of the relevant literature. Section 3 contains details on the data analyzed. Section 4 covers the results of my preliminary data analysis, model specifications, and robustness checks. Section 5 concludes.
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Chavez, Miguel Angel 1979. "Design of a four-point seat-belt presenter." Thesis, Massachusetts Institute of Technology, 2001. http://hdl.handle.net/1721.1/36104.
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Thesis (S.B.)--Massachusetts Institute of Technology, Dept. of Mechanical Engineering, 2001.Includes bibliographical references.
The ambition of this thesis was to design and prototype a seat-belt presenter of a four-point seat-belt system for the Lear Corporation. The seat-belt presenter designed is to be implemented in automobile seats in order to facilitate putting a four-point seat belt. The worked perform is the culmination of both Petr Petri and myself in our efforts to find a method to properly present a four-point seat-belt system. The design utilizes a magnet at the end of an aluminum arm that is pivoted below a person's knee on the seat. A sensor detects when a person sits down and begins a series of actions to present the seat belt. The device uses a set of four mechanical sensors to locate the position of the arm, the seat belt, and on the seat to detect when a person sits down. A control system, which utilizes logic components, then decides what direction to turn the arm in and when to stop it. The prototype that was built to simulate the seat-belt presenter appears to work well but has little details that need to worked up before a product like this enters the market. Among the most important issues to be resolved is the prototyping of the second arm on the presenter, the mounting of the motor and sensors onto the mount, use of the appropriate sensors, and to address the problem of the electrical components overheating.
by Miguel Angel Chavez.
S.B.
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JUNIOR, WILSON DE MORAES NOBRE. "THE REAR CAR SEAT SAFETY BELT: AN ERGONOMIC APPROACH." PONTIFÍCIA UNIVERSIDADE CATÓLICA DO RIO DE JANEIRO, 2005. http://www.maxwell.vrac.puc-rio.br/Busca_etds.php?strSecao=resultado&nrSeq=6332@1.
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CONSELHO NACIONAL DE DESENVOLVIMENTO CIENTÍFICO E TECNOLÓGICOEsta dissertação tem como hipótese que as deficiências de projeto do cinto e do habitáculo traseiros dos automóveis de passeio, do ponto de vista ergonômico, causam desconforto e constrangimento no uso ordinário do cinto de segurança, provocando seu uso errado, sua rejeição, e sujeitando os passageiros, em caso de acidentes, a lesões e à morte. Sobre a importância do uso do cinto, especialmente o do banco traseiro, se explica o conceito e a magnitude das forças envolvidas na proteção dos ocupantes de um veículo. Se mostra que a história da legislação do cinto está muito relacionada com a evolução do produto, exceto no Brasil. Faz-se uma análise do ergodesign dos componentes do cinto, seus complementos e suplementos, em particular do ergodesign destes no habitáculo traseiro dos carros mais vendidos. As entrevistas com vítimas de acidentes no banco traseiro, com taxistas e com o bombeiro aposentado serviram de apoio para a confirmação da hipótese. O registro, em vídeo, do comportamento real dos passageiros, em conjunto com as respostas dos questionários aplicados aos mesmos, também ratificaram boa parte dos problemas ergonômicos detectados nesse estudo, cujas principais causas são: ausência de dispositivo emergencial de soltura, ausência do dispositivo retrator, ausência do dispositivo pré- tensionador, falta de mais pontos de ancoragem (fixação) do cinto, e presença do ocupante central. Conclui-se que, para reduzir lesões e mortes dos usuários de automóvel, nos corriqueiros acidentes, é urgente estender as boas soluções de alguns carros a todos os demais e reformular a respectiva legislação.
This study is developed based on the hypothesis that the deficiencies of project of the package for the automobile`s rear passengers, as well as of the rear seat safety-belt itself, from the ergonomic point of view, cause discomfort and constrain people to its usual use. Therefore, its rejection or misuse have been subjecting the passengers to injuries and even to death, in case of accidents. Concerning the importance of the safety-belt`s use, especially at the rear seat, the concept and the magnitude of all forces involved toward the protection of the occupants of a vehicle are explained. The legislation history of safety belts is very related with the evolution of the product, except in Brazil. An analysis is done about the ergodesign of the safety-belt`s components, its complements and supplements; and particularly its ergodesign in the rear passengers package of the best selling automobiles in the market. Interviews with taxi-drivers, a pensioner fireman and victims of accidents who were at rear seat, became to support the confirmation of the hypothesis. The video recording of the real behaviour of passengers, in addition to the answers of a questionnaire applied to each one of them, had also ratified part of the ergonomic problems detected in this study, which main causes are: absence of emergency release device, absence of the retrator device, absence of the pretensioner device, lacks of more points of anchorage for the belt and the presence of a central occupant in the rear seat of a vehicle. Therefore, we conclude that to reduce injuries and deaths of the automobile users, in current accidents, it is urgent to extend the good solutions for the safety belt of some cars to all of them and to remodel its respective legislation.
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Berg, Kathrine, and Elinor Petersson. "Seat belt and headrest adjustment: Increasing truck driver comfortability." Thesis, KTH, Skolan för industriell teknik och management (ITM), 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-216380.
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Truck drivers spend long, consecutive periods of time seated down, and the truck cab becomes their immediate work environment. Therefore, it is important to make sure that this space is properly adapted to fit the driver’s needs well. The driver seat is something the driver are very much in contact with. The seat can be adjusted in many ways to accommodate for drivers of different heights and body types. However, two of the components which are fixed today are the upper seat belt anchorage position and the headrest. In this thesis project, the aim has been to investigate the adjustment possibilities of these components in terms of desired adjustment range and mechanical solutions. The first part of the project was spent on ergonomic evaluations of the seat, and finding what properties are the most important when designing a truck seat. Both literature reviews as well as interviews and observations helped build the knowledge foundation to base adjustment concepts on. For example, it was found that to minimise the negative effects of sedentary work, the single most important action is to frequently change the sitting position. Therefore, it is of high importance that adjustment procedures are as simple as possible. It was also found that many truck drivers do not use their seat belt at all, and that having a headrest which is adjustable in height is important for the driver’s visual area. Several ideas and concepts were generated and evaluated. The initial ideas included both solutions applicable on the current seat belt design, while some would use other means of securing the driver in a collision. The ideas were compared and evaluated, and three were chosen to develop further; one being easy to implement, and two being mechanical solutions both making use of the current seat belt design. These three concepts were investigated more deeply, and were subsequently also compared using different methods for evaluation. Eventually, a final concept was chosen; a mechanical solution in which the seat belt and headrest can be adjusted separately in one and two directions respectively. This concept was further developed in terms of both mechanical as well as visual design. In the final concept, Hoop, the seat belt is adjusted sideways, as this was proven to give the largest comfortability improvement for the driver. The headrest is adjustable in both height and depth. The mechanisms are locked using ratchets, however, both can be adjusted in what is believed to be the most critical direction without the need to unlock first. The buttons for unlocking the mechanisms are placed directly on the adjustment mechanisms in order to keep the procedure as intuitive and easy to use as possible. The adjustment ranges were determined based on Scania’s anthropometric dataset in order to make sure that the adjustment features will be useful for an as large part of the driver population as possible.Lastbilschaufförer tillbringar under sina arbetspass många timmar i lastbilshytten, som blir deras direkta arbetsmiljö. Det är därför viktigt att hytten är utformad utifrån föraren och dennes behov. Förarstolen är en av de komponenter som föraren har allra mest kontakt med. Denna kan justeras på många sätt för att möjliggöra för förare av olika längder och kroppstyper att hitta en körposition som passar just dem. Två komponenter som dock inte kan justeras i dagsläget är positionen av den övre bältesomlänkaren och nackstödet. I detta examensarbete har fokus varit att ta fram hur justering för dessa skulle kunna se ut både i form av önskat justerområde och mekaniska lösningar. Projektets inleddes med en ergonomisk undersökning för att hitta de viktigaste fokusområdena för just lastbilars förarstolar. Informationen hämtades dels från litteratur, och utöver detta gjordes även användarundersökningar genom en enkät, kontextuella intervjuer och observationer. En av de viktigaste insikterna från undersökningen var att det absolut viktigaste för att undvika negativa effekter av stillasittande arbete är att kontinuerligt ändra sin sittposition. Ett effektivt sätt att få fler förare att använda justeringsfunktionerna på detta sätt kan vara att placera kontroller väl åtkomliga och göra justeringsproceduren så lättförståelig och lättanvänd som möjligt. Dessutom är det mycket viktigt att ett nackstöd kan justeras inte bara ur komfortsynpunkt, utan här finns det även en stark säkerhetsfaktor kopplad till förarens synfält. Baserat på informationssökningen genererades därefter flera olika lösningsidéer, där vissa låg närmre dagens lösning än andra. Dessa evaluerades sedan med hjälp av bland annat beslutsmatriser, och tre idéer valdes att utveckla vidare till tydligare koncept. Av de tre idéer som valts ut var en lösning enkel att implementera och två var olika mekaniska lösningar, alla applicerbara för den nuvarande bältesformen. Dessa detaljerades och kombinerades samman med hjälp av en morfologisk matris, och jämfördes sedan gentemot varandra. Slutligen valdes ett koncept ut som det slutgiltiga, där bältesomlänkaren kan justeras i en riktning och nackstödet i två. Detta slutkoncept utvecklades ytterligare vad gäller den mekaniska lösningen och dess visuella form. I slutkonceptet, Hoop, kan bältesomlänkaren justeras i sidled, eftersom denna justeringsriktning i den ergonomiska undersökningen visade sig ge störst resultat för förarens komfort. Nackstödet kan justeras både i höjd- och i djupled. Båda mekanismerna låses med hjälp av geometriska spärrlåsningar, men kan justeras i en riktning, den som ses som mest kritisk att snabbt kunna justera i, utan att föraren först behöver låsa upp mekanismen. Knapparna för att låsa upp mekanismerna är placerade i direkt anslutning till området där själva rörelsen sker för att göra användandet så intuitivt som möjligt. Justerområdena har baserats på antropometriska mått hämtade från Scaniafamiljen för att försäkra om att de täcker in så stor del av förarpopulationen som möjligt.
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Farrell, Leah Varney. "Web-Based Assessment and Brief Motivational Intervention to Increase Safety-Belt Use on a University Campus." Diss., Virginia Tech, 2009. http://hdl.handle.net/10919/26228.
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While safety-belt use markedly reduces morbidity and mortality, many young adults in the U.S. do not buckle-up 100% of the time. Following a series of community-level interventions on a university campus, this dissertation project focused on promoting individual-level safety-belt use. More specifically, a targeted web-based assessment and brief motivational intervention for individuals with lower rates of safety-belt use was developed and tested. A Pilot Study conducted prior to the Main Study developed self-reported assessment measures for safety-belt use and motivation. Recruitment, baseline assessment, intervention, and follow-up assessment were conducted via the Internet. Student drivers who buckled-up less than 70% of the time and who met other eligibility requirements were enrolled in a within subjects, randomized, attention-controlled design.
At baseline, each participant completed an assessment of: (1) demographics; (2) driving behaviors; and (3) social cognitive and motivational variables including knowledge, perceived importance, confidence (self-efficacy), and readiness to buckle-up. Participants were then randomly assigned to one of two groups: (1) an attention-control group receiving emailed general nutrition information or (2) a motivational interviewing-consistent feedback group receiving emailed personalized feedback. Dependent variables were re-assessed approximately ten days after feedback/general nutrition information were emailed via follow-up assessment.
Outcomes analyses using non-parametric statistics were conducted twice. First, an analysis of “completers” was conducted using data from those who completed follow-up. Second, a more conservative intent-to-treat analysis was conducted after carrying the last observation forward for those who did not complete follow-up, assuming no change among those who did not complete follow-up. Overall, results suggest this web-based assessment and brief motivational intervention was feasible and acceptable to participants. Overall, results from both analyses found statistically significant increases in median driver and passenger belt use between baseline and follow-up among participants in both groups. Further, effect sizes suggest the magnitude of change was greater among those in the intervention group versus those in the attention-control group. Participants were then categorized according to whether or not they increased driver belt use by at least one instance between baseline and follow-up. Those who received the intervention were not significantly more likely than those who received general nutrition information (i.e., assessment only) to increase driver safety-belt use by at least one instance. No statistical differences were found in either the completer or intent-to-treat analyses. Yet, when participants were categorized according to whether or not they increased passenger belt use by at least one instance between baseline and follow-up, those who received the intervention were 1.75 times more likely than those who received general nutrition information (i.e., assessment only) to increase passenger safety-belt use by at least one instance. This difference was not found in the intent-to-treat analysis.
In general, study participation was associated with increased ratings of motivation (i.e., importance, confidence, and readiness) at follow-up. Results were interpreted with caution given psychometric weaknesses including high intercorrelations found between constructs of motivation in the Pilot Study. However, median change in one construct, readiness, was investigated in post-hoc analyses. Using the intent-to-treat sample, it was found that participants who were categorized as having increased driver safety-belt use by at least one instance also reported statistically significant median changes in readiness to buckle-up as a driver. Those categorized as having increased passenger safety-belt use by at least one instance also reported statistically significant median changes in readiness to buckle-up as a passenger. Further, although there was a trend for participants in the intervention group to be more likely than those in the attention-control group to commit to buckling-up and asking others to do the same at follow-up, there were no significant differences in commitment between groups.
However, regardless of group assignment, change in median readiness was associated with: (1) commitment to buckle-up as a driver; (2) commitment to buckle-up as a passenger; (3) commitment to ask others to buckle-up while acting as a driver; and (4) commitment to ask others to buckle-up while acting as a passenger.
Overall, these studies found the Internet to be an acceptable and promising venue for assessment and brief motivational intervention to promote safety-belt use among university students. Further, safety-belt use and motivational constructs such as importance, confidence, and readiness may be measured via self-report methodology. Results suggest participation in the study was associated with improvement in safety-belt use and some levels of motivation. While there were trends for those in the intervention group to report greater increases, there were no statistically significant differences between the groups in the ITT analyses. In the completer analyses, it was found that those in the intervention group were significantly more likely to report increased passenger safety-belt use. Future research may elucidate more specific psychometric properties of new measures used. In particular, readiness may be a proxy motivational variable that appears to relate to change in safety-belt use among drivers and passengers as well as commitment to buckle-up and ask others to do the same. The simple process of assessment may be sufficient to produce changes in readiness related to behavior change.Ph. D.
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Kirby, Kevin W. "The effect of positive reinforcement on adolescent seat belt use." Online version, 2002. http://www.uwstout.edu/lib/thesis/2002/2002kirbyk.pdf.
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Schön, Isabella, and Jannika Tunefjord. "Psykologisk påverkan för ökad bältesanvändning inom kollektivtrafik." Thesis, Högskolan Väst, Avd för psykologi och organisationsstudier, 2014. http://urn.kb.se/resolve?urn=urn:nbn:se:hv:diva-7227.
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Tidigare forskning indikerar att psykologisk påverkan är effektivt i avsikt att öka bältesanvändningsfrekvensen inom kollektivtrafik (Young, m.fl., 2008). Studiens hypotes är att busschaufförer kan påverka passagerare psykologiskt till att använda säkerhetsbälten vid färd med kollektiv busstrafik med hjälp av uppmaningar. Frågeställningarna involverar huruvida busschaufförer kan påverka med en neutral, påtryckande och/eller humoristisk uppmaning samt hur bältesanvändningen ser ut inom olika åldersgrupper, om det är skillnad mellan kvinnors respektive mäns bältesanvändning och om människors vana påverkar bältesanvändningen. Fyra undersökningsgrupper användes för att testa de olika uppmaningsformerna, varav en av dessa var kontrollgrupp. Deltagarna var resenärer mellan städerna Lidköping och Skövde. Det var 93 passagerare som observerades och 40 av dessa intervjuades. Observationer av bältesanvändningen utfördes innan och efter utdelad uppmaning. Intervjuer rörande passagerares bältesanvändning utfördes efter utdelad uppmaning. Resultaten från observationerna visade inte på någon signifikant skillnad i bältesanvändningen efter utdelad uppmaning. Likaså fanns det ingen signifikant skillnad mellan kvinnors respektive mäns användning av säkerhetsbälte eller mellan passagerares aktuella bältesanvändning och vanan att använda säkerhetsbälte. Resultaten från intervjuerna visade på signifikanta skillnader mellan olika åldersgruppers bältesanvändning. Vid intervjuerna framkom det att uppmaningar troligen skulle öka bältesanvändningen bland passagerare, även om undersökningens resultat från observationerna inte var signifikanta. Det framgick även att bältesanvändningen troligen skulle öka om säkerhetsbältena var bekvämare och mer flexibla. Undersökningen indikerade att bältesanvändningen bland unga passagerare var lägre än bältesanvändningen bland medelålders passagerare och fokus bör därmed troligen läggas på att få de yngre passagerarna att använda säkerhetsbälte mer vid färd med kollektiv busstrafik.Previous research indicates that it is possible to psychologically affect people to increase their seat belt use on public transport (Young, et al., 2008). The study's hypothesis is that bus drivers can affect passengers' psychologically to use seat belts on public transport by delivering requests. The research questions are whether drivers can affect passengers with a neutral, pressuring, and/or humoristic request, how the seat belt usage appears within different age groups, if there is a difference between the sexes in seat belt usage, and if passengers' habits influence their seat belt usage. Four experimental groups were observed, one of which was the control group. The participants were passengers on a bus traveling from Lidköping to Skövde. 40 participants of the 93 observed were interviewed. Observations of the participants' seat belt use were conducted before and after the delivered request. The results of the observations showed no significant difference in seat belt use after the given request. Neither was there a significant difference in seat belt use between the sexes or a difference between the passengers' seat belt use at the time of the interviews and their habits of using the seat belt on public transport. The results of the interviews showed a significant difference between age groups in seatbelt use. It was suggested that requests from the bus driver would increase the seat belt use, although the observational results were not significant. Furthermore if the seat belts were more comfortable and flexible the seat belt use might increase. Young adults use seat belts less than middle aged adults; therefore, focus should possibly be on increasing the seat belt use of young adults.
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Alharbi, Fawaz Ali. "Evaluation of Relationship of Seat Belt Use Between Front Seat Passengers and Their Drivers in Dayton, Ohio." University of Dayton / OhioLINK, 2014. http://rave.ohiolink.edu/etdc/view?acc_num=dayton1404829225.
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Swanseen, Kimberly Dawn. "Effect of Belt Usage Reporting Errors on Injury Risk Estimates." Thesis, Virginia Tech, 2009. http://hdl.handle.net/10919/76919.
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This thesis presents the results of a research effort investigating the effect of belt usage reporting errors of National Automotive Sampling System-Crash Data System (NASS-CDS) investigators on injury risk estimates. Current estimates of injury risk are developed under the assumption that NASS-CDS investigators are always accurate at determining seat belt usage. The primary purpose of this research is to determine the accuracy of NASS-CDS investigators using event data recorders (EDRs) as the baseline for accuracy, and then recalculating injury risk estimates based on our findings.
The analysis of a 107 EDR dataset, from vehicle tests conducted by the National Highway Traffic Safety Administration (NHTSA) and the Insurance Institute for Highway Safety (IIHS), was conducted to determine the accuracy of Chrysler, Ford, GM and Toyota EDRs. This accuracy was examined by both EDR module type and vehicle make. EDR accuracy was determined for crash delta-V, seat belt buckle status, pre-impact speed, airbag deployment status and front seat position. From this analysis we were able to conclude that EDRs were accurate, within 4.5%, when comparing maximum delta-V of EDRs that recorded the entire crash pulse length. We also determined that EDRs were 100% accurate when reporting driver seat belt status for EDRs that completely recorded the event and recorded a status for the driver's seat belt. All GM, Ford and Chrysler EDRs in our database reported a pre-impact velocity less than 6 mph different than the NHTSA and IIHS reported pre-impact velocities. We also found that all but 2 (101 out of 103) of the GM, Ford, and Toyota EDRs correctly reported airbag deployment status. Lastly we were able to conclude that seat position status was useful in determining when a smaller sized occupant was the driver or right front occupant. EDRs reported seat position of 5% Hybrid III females as "forward" in every case that seat position was recorded for this smaller occupant size.
Based on the analysis of seat belt status accuracy, a comparison of NASS-CDS investigator driver seat belt status and EDR driver seat belt status was conducted to determine the accuracy of the NASS-CDS investigators. This same comparison was conducted on reports of driver seat belt status provided by police. We found that NASS-CDS investigators had an overall error of 9.5% when determining driver seat belt status. When the EDR stated that the driver was unbuckled, investigators incorrectly coded buckled in of 29.5% of the cases. When the EDR stated that the driver was buckled, NASS-CDS error was only 1.2%. Police officers were less accurate than NASS-CDS investigators, with an overall error of 21.7%. When the EDR stated that the driver was buckled, police had an error of 2.4%. When the EDR stated that the driver's belt was unbuckled, police had an error of around 69%. In 2008, NASS-CDS investigators reported that drivers had an overall belt usage rate during accidents of 82%. After correcting for the errors we discovered, we estimate that the driver belt buckle status during a crash is around 72.6%.
Injury risk estimates and odd ratio point estimates were then calculated for NASS-CDS investigator and EDR buckled versus unbuckled cases. The cases included only frontal collisions in which there was no rollover event or fire. Injury was defined as AIS 2+. The risk ratios and point estimates were then compared between investigators and EDRs. We found that injury risk for unbelted drivers may be over estimated by NASS-CDS investigators. The unbuckled to buckled risk ratio for EDRs was 8%-12% lower than the risk ratio calculated for NASS-CDS investigators.Master of Science
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Gavelin, Anders. "Studies on structural and biomechanical responses in seat integrated safety belt configurations." Doctoral thesis, Luleå, 2008. http://urn.kb.se/resolve?urn=urn:nbn:se:ltu:diva-26683.
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The common 3-point safety belt usually has some anchor points on the car body. However, it is also possible to mount all anchor points on the seat structure. In general, different studies show some advantages with seat integrated safety belts. Thus, further investigations are motivated. One safety advantage appears in the case of so-called small overlap crashes. Also, the ride-down distance of the occupant may be increased by allowing controlled energy absorbing deformation of the seat structure. Further, methods that can be used to minimize the weight of seat structures with integrated safety belts are of interest. A complement to full scale crash tests is the use of numerical models and numerical simulation, typically finite element (FE) analysis. Research and development of numerical models are constantly improved. In general, any type of numerical model needs to be evaluated to physical tests in order to make it behave as realistic as possible. The purpose of the present thesis was to study seat structures with integrated safety belts with a design that may intentionally deform and absorb energy during a crash. The approach was to use numerical models and numerical simulation and to investigate both biomechanical and mechanical responses. The aim is to create a basis for future research in the design of seat structures with integrated safety belts. In Paper A and B, parametric studies comparing integrated 3- and 4-point safety belt configurations relative to common 3-point configurations are presented. A number of mechanical parameters were varied. Biomechanical responses of the Hybrid III (HIII) FE-dummy model used as occupant were studied. In Paper C, the creation and evaluation of a human FE-model of a 50th percentile male is presented. The evaluation was made to results from studies with post mortem human subjects (PMHS). In Paper D, a conceptual methodology for mass minimization of a property based model (PBM) of a seat structure with an integrated 3-point safety belt configuration and with a HIII FE-dummy model used as occupant is presented. Both mechanical and biomechanical constraints were used as well as different start values of the design variables. In Paper E, the evaluation of FE-models of simplified seat structures with integrated 3-point safety belt configurations to a number of full scale experiments in the form of sled tests with a HIII crash test dummy used as occupant is presented. The studies in Paper A and B reveals that with an adequate combination of mechanical properties of the seat structure it should be possible to achieve equal or lower biomechanical responses of the occupant with a seat integrated safety belt configuration compared to a common. The seat integrated 4-point configurations in these studies performed poorer than the corresponding 3-point in general. An important issue is that belt- webbing distribution between lap and torso belt parts is allowed. The study in Paper C showed that the created and evaluated human FE-model could be used to further explore injury producing mechanisms. However, in order to achieve a fully evaluated human FE-model there is a need for both further development and more reference tests with PMHS. In Paper D, the study showed that the presented methodology may be used in a concept phase of a design process. The optimization runs with different start values of the design variables found a number of different local minima instead of one global minimum. The dynamics of the system was highly non-linear. To find an optimal combination of mechanical properties and biomechanical responses, a compromise appears to be needed. The evaluated FE-model in Paper E may be used in simulations that consider both biomechanical and mechanical responses. The majority of the simulated responses showed good agreement with or slightly underestimated the experimental responses. Some issues of the FE-model suggest areas for further development. The FE-model could be used as a base for further studies.Godkänd; 2008; 20080404 (ysko)
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Viljoen, Jacoba Hendrika. "Seat Belt Fit a Mechanism of Injury During a Motor Vehicle Crash." ScholarWorks, 2018. https://scholarworks.waldenu.edu/dissertations/5954.
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Seat belts save lives; however, unintentional injuries are still the leading cause of death for those between 1 and 44 years in the United States. Seat belts also cause injuries during motor vehicle crashes (MVCs) and obesity changes how seat belts fit. The purpose of this retrospective causal inference quantitative study was to reduce the knowledge gap in scholarly research on seat belt fit in relation to blunt cerebrovascular injuries (BCVI) during MVCs and seat belt compliance. The theoretical framework used was based on H.W. Heinrich's domino theory. The research questions focused on the following dependent variables: BCVI, compliance, and seat belt fit; and independent variables: the size of the individual and seat belt fit. Secondary and primary data were used and analyzed using Spearman's Rank-Order Correlation. The results yielded no relationship between seat belt fit and BCVI in the secondary data (n = 97). In the primary data (n = 138), there was significance found between seatbelt fit and a) seat belt use, and b) BMI. The study contributed to positive social change by enhancing the awareness of the knowledge deficit regarding seat belt fit, and BCVIs sustained during MVCs, and that comfort was influenced by seat belt fit and had a role in compliance. Seat belts were not used by 5.3% and 9.5% or used incorrectly by 3.2% and 2.9% of the people in the primary data and secondary data sets. This knowledge may contribute to a) future seat belt testing to ensure it is done in such a manner that seat belts fit everyone; b) new seat belt laws to ensure that they are consistent across all states, and c) medical care focusing on seat belt fit as a mechanism of injury (blunt) to ensure screenings are done with the appropriate diagnostic tools.
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Ratnayake, Liyanage Indike. "Development and testing of methodologies to estimate benefits associated with seat belt usage in Kansas." Diss., Manhattan, Kan. : Kansas State University, 2007. http://hdl.handle.net/2097/510.
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Samples, Agnes Mary Banks. "Validity of Self-Reported Data on Seat Belt Use: The Behavioral Risk Factor Surveillance System." [Johnson City, Tenn. : East Tennessee State University], 2004. http://etd-submit.etsu.edu/etd/theses/available/etd-0315104-172201/unrestricted/SamplesA032604f.pdf.
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Thesis (Ed. D.)--East Tennessee State University, 2004.Title from electronic submission form. ETSU ETD database URN: etd-0315104-172201. Includes bibliographical references. Also available via Internet at the UMI web site.
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Borile, Federica. "On the Mediterranean conveyor belt system." Master's thesis, Alma Mater Studiorum - Università di Bologna, 2016. http://amslaurea.unibo.it/11163/.
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The Mediterranean Sea is a semi-enclosed sea, connected to the Atlantic Ocean through the Gibraltar Strait and subdivided in two different regions by the Sicily Strait. The geographical extension of the basin, the surface heat flux, and the water inflow from the Gibraltar Strait are some of the basic factors determining its horizontal and vertical circulation.
In the Mediterranean strong salinity and temperature zonal gradients contribute to maintain the zonal-vertical circulation, while meridional-vertical cells are equally forced by winds and deep water mass formation in three regions, the Gulf of Lyon, the southern Adriatic and the Cretan Sea areas.
The objective of this thesis is to study how these cells combine together to form the Mediterranean conveyor belt system. This has never been attempted before so the conclusions are necessarily preliminary.
In the first part we discuss the vertical zonal and meridional circulation by reconstructing the Wust Mediterranean vertical salinity and temperature structures in an attempt to evaluate the water mass structure consistent with modern data. Our results confirm that Wust depicted vertical circulation from scarce data is reproduced by the past 27 years observations.
The structure of both meridional and zonal circulations was discussed using velocity vertical streamfunctions with two different methods. The first one, eulerian, allowed us to observe vertical structures that were already reported in the literature. Recent studies in the Atlantic Ocean have shown that gyres and eddies have an important influence in the isopycnal vertical circulation.
This is called the residual circulation which was computed in this study for the first time.
A possible interpretation of horizontal connection between the meridional and zonal cells was discussed using horizontal streamfunction.
In the last part of the thesis we have been developing an idealized numerical model to study the vertical circulation in the Mediterranean.
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Weekes, Alix M. "Systems for the automotive industry for improved safety of pregnant occupants." Thesis, Loughborough University, 2010. https://dspace.lboro.ac.uk/2134/6374.
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The thesis presents an investigation of pregnant women s safety and comfort needs during car travel. A survey is used to investigate all aspects and problems of car travel. This survey is a comprehensive examination of the entire driving activity with much detail of reported difficulties from pregnant women that forms a novel resource for the automotive engineers. The survey results are used to generate guidelines for the automotive industry. A series of sled tests are presented that investigate seat belt use in pregnancy including the use of lap belt positioners. The peak abdominal pressure results clearly agree with current guidelines that the lap belt should be positioned across the hips and not across the abdomen. This research includes a novel anthropometric dataset for 107 pregnant women including measurements especially selected for the field of automotive design and to describe the changes of pregnancy. This includes investigation of pregnant driver s proximity to the steering wheel. A novel measurement of knee splay is used to define the pregnant women s preference to sit with their knees widely spaced instead of knees together, in both normal sitting and in a car. Comparison is made between the pregnant women's measurements and the available data in the literature for non-pregnant women and males, and this shows that pregnant women can be excluded from designs if the accommodation does not consider their needs. The pregnant women's anthropometric data is presented as a novel website in order to make the data available to the automotive industry. This website is generated for use by automotive engineers and is designed to suit their usability needs and the general trends within the industry, in order to make the site more user-friendly and more likely to be used as a reference for pregnant occupant's needs.
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Tsoi, Ada. "The Potential of Event Data Recorders to Improve Impact Injury Assessment in Real World Crashes." Diss., Virginia Tech, 2015. http://hdl.handle.net/10919/73805.
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Event data recorders (EDRs) are an invaluable data source that have begun to, and will increasingly, provide novel insight into motor vehicle crash characteristics. The "black boxes" in automobiles, EDRs directly measure precrash and crash kinematics. This data has the potential to eclipse the many traditional surrogate measures used in vehicle safety that often rely upon assumptions and simplifications of real world crashes. Although EDRs have been equipped in passenger vehicles for over two decades, the recent establishment of regulation has greatly affected the quantity, resolution, duration, and accuracy of the recorded data elements. Thus, there was not only a demand to reestablish confidence in the data, but a need to demonstrate the potential of the data. The objectives of the research presented in this dissertation were to (1) validate EDR data accuracy in full-frontal, side-impact moving deformable barrier, and small overlap crash tests; (2) evaluate EDR survivability beyond regulatory crash tests, (3) determine the seat belt accuracy of current databases, and (4) assess the merits of other vehicle-based crash severity metrics relative to delta-v.
This dissertation firstly assessed the capabilities of EDRs. Chapter 2 demonstrated the accuracy of 176 crash tests, corresponding to 29 module types, 5 model years, 9 manufacturers, and 4 testing configurations from 2 regulatory agencies. Beyond accuracy, Chapter 3 established that EDRs are anecdotally capable of surviving extreme events of vehicle fire, vehicle immersion, and high delta; although the frequency of these events are very rare on U.S. highways. The studies in Chapters 4 and 5 evaluated specific applications intended to showcase the potential of EDR data. Even single value data elements from EDRs were shown to be advantageous. In particular, the seat belt use status may become a useful tool to supplement crash investigators, especially in low severity crashes that provide little forensic evidence. Moreover, time-series data from EDRs broadens the number of available vehicle-based crash severity metrics that can be utilized. In particular, EDR data was used to calculate vehicle pulse index (VPI), which was shown to have modestly increased predictive abilities of serious injury compared to the widely used delta-v among belted occupants. Ultimately, this work has strong implications for EDR users, regulatory agencies, and future technologies.Ph. D.
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Hagman, Elisabeth, and Hanna Nilsson. "Bältesanvändning på ambulansbåren : en enkätstudie." Thesis, Sophiahemmet Högskola, 2016. http://urn.kb.se/resolve?urn=urn:nbn:se:shh:diva-2324.
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Ambulanser kör ofta i hög hastighet och gör så vid dygnets alla tidpunkter och vid alla årstider. Vid en eventuell kollision innebär en undermålig säkerhetsbältesanvändning en betydande risk för skador, både för patienten, vårdaren och eventuella medåkare. Det ställs höga krav på hur ambulanser ska vara utrustade vad gäller bland annat inredning och medicinskteknisk utrustning. Detta för att garantera säkerheten för både patienter och personal. Att vistas i ambulansens vårdhytt har visat sig innebära en ökad risk för olyckor och dödsfall jämfört med andra arbetsplatser inom vården. Flertalet studier har gjorts avseende personalens bältesanvändning i vårdhytten men inte i samma utsträckning vad gäller bältesanvändning på ambulansbåren. Studiens syfte var att belysa användningen av ambulansbårens säkerhetsbälten vid transport av vuxna patienter i ambulans. Syftet nåddes genom insamling av data avseende bältesanvändning och personalens inställning till centrala begrepp, vilket skedde med enkät som metod. Resultatet visade att patienter inte åker obältade och att midjebältet var det vanligast använda bältet. Underbensbältet var det minst använda bältet. En knapp tredjedel av vårdarna i studien använde samtliga befintliga bälten på båren och bara en tredjedel av dessa applicerade dessutom bältena på ett korrekt och ändamålsenligt sätt. Två olika bårar användes i studien. På bår B användes axelbälten i högre utsträckning än på bår A. Den vanligaste orsaken till att axelbälten inte användes var att vårdaren rutinmässigt inte brukade använda dessa. Detta gällde för urvalet i allmänhet och för bår A i synnerhet. Utbildningsmetod och användningsgrad av det egna säkerhetsbältet i vårdhytten påverkade inte vårdarens benägenhet att använda patientens säkerhetsbälten vid transport på bår. Av studiens resultat kunde slutsatsen dras att säkerhetsbältesanvändningen i ambulansen har stor förbättringspotential. Resultatet påvisade tydliga brister i användningen av bårens säkerhetsbälten vid patienttransport. Att säkerhetsbältesanvändningen för patienterna i ambulansen förs upp till diskussion, anser forskarna, är mycket viktigt för att främja såväl patientsäkerheten som trafiksäkerheten och ambulanspersonalens arbetsmiljö.Ambulances frequently drive at high speed, at all hours and all through the year. In case of a collision there is a significant risk of injury to patients and staff alike if seat belts are not used properly. To guarantee the safety of patients and staff while travelling in the ambulance high standards are set for the fitting and medical technical equipment of the vehicle. Travelling in the back of an ambulance has shown an increased risk of injury and death compared to other workplaces in the nursing community. Several studies have been conducted regarding the use of seat belts use for the ambulance staff, but not when it comes to the use of seat belts on the ambulance stretcher. The aim of this study was to high-light the use of seat belts on the ambulance stretcher in transporting adult patients in the ambulance. This was accomplished by the collection of data regarding the use of seat belts and the staff’s view on some central concepts. This was achieved by using a questionnaire as method. The result showed that patients did not go completely without seat belts and that the waist belt was the most commonly used seat belt. The belt for the lower part of the leg was the least used. Barely a third of the staff in the study used all of the available seat belts on the stretcher, and only a third of those that did, used it in accordance with the instructions from the manufacturer. Two different types of stretchers were used in the study. On stretcher B the shoulder straps were used more frequently than on stretcher A. The most common reason for not using the shoulder straps was that the personnel routinely chose not to use them. This applied for the sample as a whole, and more significantly for the users of stretcher A. The method of learning and to what degree the staff used their own seat belts did not correlate to the tendency of using belts on patients. From the result of the study the conclusion can be drawn that the use of seat belts in the ambulance has great potential for improvement. The result pointed to evident deficiencies in the use of seat belts on the stretcher in patient transport. The researchers believe that bringing attention to the use of seat belts for patients in ambulance transportation is very important in promoting patient safety, traffic safety and working environment for the staff.
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Girard, Barbara M. "Older children and submarining : motion pattern and assessment criteria for ten year old children slipping under the seat-belt in child restraint systems." Thesis, University of Surrey, 2015. http://epubs.surrey.ac.uk/807444/.
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Legislation in Europe requires children younger than 12 or shorter than 150cm to use a child restraint system (CRS) when travelling in motor vehicles. These have decreased the number of children fatalities in car accidents, yet certain body regions such as the abdomen are still prone to severe trauma. One of the mechanisms by which injuries to this body region occur is called "submarining". It involves the seat-belt slipping over the pelvis onto the abdomen during rapid deceleration, therefore afflicting the abdomen with injurious loads. The motion characterising submarining with CRS is as of yet poorly defined, and although CRS are assessed for protection level, there is currently no established identification criteria for submarining. As part of the Enabling Protection for Older Children project (EPOCh), standard frontal impact sled tests of 10 CRS (6 high back booster seats; 4 booster cushions) with 10 year old anthropomorphic testing devices (ATDs) were analysed qualitatively, transversally and longitudinally for submarining detection. The methods used included video analysis, descriptive and inferential statistics, principal component analysis, time series analysis, as well as multiple linear regression and logistic regression, applied on both ATD trajectories and ATD instrumentation recordings (dynamic data). From the videos, trajectories and dynamic data, submarining motion is shown to embody an exaggerated slouching movement regardless of the CRS type. The observations and quantitative results confirm that exaggerated forward knee displacement is characteristic of submarining, as well as a very strong criterion for the latter's detection. No other individual trajectory or dynamic variable distinguish clear submarining behaviour, however the regression analyses on dynamic variables establish the association of the pelvis, lumbar and chest as representative of the knee displacement, and demonstrate the combination's capacity to distinguish submarining cases. These findings establish the complexity of the movement involved in submarining and the potential of using current ATD instrumentation for its assessment with CRS. This opens a path for an integral approach to ATD movement in CRS appraisal and suggests considering pelvis, lumbar and chest motion control for submarining prevention.
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Hannes, Bruhn, and Mossberg Erik. "Trafiksäkerhet i ambulansens vårdutrymme under prioritet-1 transport till sjukhuset : en enkätstudie." Thesis, Sophiahemmet Högskola, 2018. http://urn.kb.se/resolve?urn=urn:nbn:se:shh:diva-2979.
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Ambulanssjukvården är idag en högteknologisk del av den svenska vårdkedjan där patienten ska förväntas möta samma vårdkvalité som i den övriga vården. Ambulansen är utformad till ett vårdrum där patienten ska kunna vårdas, behandlas och transporteras till sjukhus på ett säkert sätt. Prioritet-1 transport innebär att ambulansen med siren och/eller blåljus påkallar fri väg för att snabbt kunna ta sig till skadeplats och patient, eller snabbt kunna transportera patient till sjukhus. Dessa transporter innebär att ambulansen framförs i hastigheter över rådande hastighetsbestämmelser, och utgör en trafiksäkerhetsrisk för både omgivning, personal i ambulansen och patienten. Tidigare forskning har visat att majoriteten av ambulansrelaterade olyckor uppkommer under prioritet-1 transporter. Samtidigt som det innebär en flerfaldigt förhöjd risk för skador med dödlig utgång för personalen i vårdutrymmet vid dessa olyckor jämfört med personal i förarhytten. Detta förklaras av ambulansens design och tekniska utformning samt låg grad av bältesanvändning hos vårdande ambulanspersonal. Ambulanspersonalen har beskrivit att de vid omhändertagandet av den kritiskt sjuke patienten behöver vara obältade under transporten för att utföra avancerad och livsuppehållande behandling under transport. Att transportera patienter är en av de huvudsakliga uppgifterna i dagens ambulanssjukvård, och i ambulanssjuksköterskans kompetensbeskrivning beskrivs att denne ska kunna transportera patienten på ett patient- och trafiksäkert sätt. Studiens syfte var att beskriva sjuksköterskors bedömning av trafiksäkerheten i ambulansens vårdutrymme under prioritet-1 transport till sjukhus. En webenkät utformades för att undersöka sjuksköterskors bedömning av tre identifierade trafiksäkerhetsrisker i vårdutrymmet, den obältade vårdaren, den obältade patienten samt förekomsten av lösa föremål. Resultatet visade en låg bältesanvändning för vårdande sjuksköterska under transport, en hög bältesanvändning för patienten samt en hög förekomst av lösa föremål i vårdutrymmet. Sjuksköterskans utbildning påverkade inte bältesanvändningen för vårdaren, bältesanvändningen för patienten eller förekomsten av lösa föremål. Dock visade resultatet att specialistsjuksköterskorna inom ambulanssjukvård, bedömde trafiksäkerhetsrisken högre för patienten vid de tillfällen då vårdaren var obältad, än de grundutbildade sjuksköterskorna. Vidare ansåg flera av respondenterna att tidsintervallet då hen var obältad och förekomst av lösa föremål utgjorde en högre risk för vårdande sjuksköterska än för patienten. Det var författarnas slutsats att prioritet-1 transporter med ambulans framförs i höga hastigheter, detta med ökad skade-och mortalitetsrisk för ambulanspersonal och patient vid en eventuell kollision. En markant lägre bältesanvändning hos ambulanspersonalen i vårdutrymmet jämfört med nationell data av civila bilister i Sverige, samt av ambulanspersonalen upplevd dålig fordonsdesign med lösa föremål som följd ökar skaderisken ytterligare. Ambulanspersonalen saknar kunskap kring de risker det innebär att färdas obältad i ett fordon, samt kunskap kring de skador lösa föremål kan åstadkomma vid eventuell skadehändelse med involverad ambulans. Vårdmiljön i ambulansen har stor förbättringspotential, där design och utformning kan minska behovet av vårdarens rörlighet och förekomsten av lösa föremål. Kunskap kring trafiksäkerhet och dess betydelse för patient och vårdare behöver ökas hos den operativa ambulanspersonalen. Nyckelord: prehospital, trafiksäkerhet, utryckningskörning, bältesanvändning, lösa föremålAmbulance care is today an advanced medical instance of the Swedish care system, where patients can expect to meet the same quality of care as in any other care institution. The ambulance is designed to be used as a room for care where the patient can be safely treated and transported to hospitals in a safe way. Priority-1 transport means that the ambulance with the siren and/or lights, demands free access on the road, to quickly get to the patient, or to quickly transport the patient to the hospital. These transports mean that the ambulance drives at speeds that exceeds speed limits, and poses a road safety hazard to both the environment, ambulance staff and the patient. Previous research has shown that the majority of ambulance-related accidents occur under priority-1 transports. At the same time as it involves a multiple increased risk of fatal injury for the personnel in the care space. This is explained by the ambulance's technical design and low proportion of belt use in ambulance staff. Ambulance staff have described that when handling the severely ill patient, they need to be unbelted during transportation to perform advanced and life-saving treatment during transportation. The patient transport to, or between hospitals is one of the main tasks in today's ambulance care, and in the ambulance nurse's competence description it is described that the ambulance nurse should be capable of transporting the patient in a patient-and road safe way. The purpose of the study was to describe the nurse's assessment of road safety in the ambulance care area, under priority-1 transport to hospitals. A web survey was designed to investigate the nurse's assessment of three identified road safety risks in the care area, the unbelted care provider, the unbelted patient and the presence of loose objects. The result showed a low belt usage for the staff during transport, a high belt use for the patient and a high incidence of loose items in the care space. The nurses level of education did not affect the use of seat belts for the nurses, seat belt use or the occurrence of loose objects. However, the result of the fact that the ambulance nurse compared with the undergraduate nurse assessed the road safety risk higher for the patient on occasions when the caretaker was unbelted. It was significantly more common that the nurse considered the time interval when he or she was unbelted as a risk for him/ herself, and the loose objects occur to be posed a higher risk to the caregiver than to the patient. It was the authors' conclusion that priority 1 transports with ambulances are performed at high speeds, whit increased injury and mortality risk for ambulance staff and patient in a possible collision. A significantly lower seat belt use of ambulance staff in the care space compared to national data of civilian drivers in Sweden, as well as the ambulance staff's experience of poor vehicle design with loose items as a consequence, increases the risk of injury further. The care space in the ambulance has great potential for design improvments which can reduce ambulance nurses need of mobility and the presence of loose objects. Knowledge of traffic safety and its importance for patients and care givers, needs to be increased in the operational ambulance personnel. Keywords: prehospital, traffic safety, emergency driving, seat belt use, loose objects
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Ford, Emily E., Kathryn L. Duvall, David L. Wood, and Kiana R. Johnson. "Taking the Risk: Insufficient Communication Concerning Risky Driving Behaviors Among Young Drivers in Central Appalachia." Digital Commons @ East Tennessee State University, 2018. https://dc.etsu.edu/asrf/2018/schedule/91.
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Introduction: This study moves to examine the prevalence of risky driving behaviors and deficiency of communication pertinent to topics related to safe driving among adolescents in central Appalachia. Even though plenty of research displays the consequences associated with driving, drivers continue to take part in risky behaviors such as texting while driving, riding in a vehicle without wearing a seatbelt, and riding in a vehicle with someone who has been drinking. Methods: Participants of the study included three high schools in Southwest Virginia consisting of 385 11th and 12th grade students. Students were administered a paper-pencil survey either during homeroom or last period with questions taken from the Youth Risk Behavior Surveillance Survey. Results: The results of the study indicate the frequent occurrence of young drivers engaging in risky driving behaviors associated with texting while driving and not wearing a seatbelt as both passenger and driver in a vehicle. Additionally, the results of the study indicate that there is a lack of healthcare provider communication related to risks associated with driving. This information is crucial because the data demonstrates the missed opportunity to provide better education to adolescents on how they can prevent harm to their lives or the lives of other citizens while driving. Conclusion: After analyzing these results, it becomes evident that more education about safe driving behaviors is crucial for benefiting the young drivers of this region. Because road injury is the leading cause of death among adolescents, it is paramount to provide educational resources to young drivers to decrease the impact of injuries and deaths related to risky driving behaviors. There resides a missed opportunity to educate adolescents about behaviors that may risk their lives or those of their peers and loved ones. In addition, researchers can conduct further studies to examine effective safe driving education programs to decrease the risk behaviors commonly engaged in by adolescent drivers.
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Mhlanga, Musa. "Magmatic-petrogenetic & structural relationships of the peninsula granite of the Cape Granite Suite (CGS) with the Malmesbury group, sea point contact, Saldania belt, South Africa." University of Western Cape, 2021. http://hdl.handle.net/11394/8007.
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>Magister Scientiae - MScThe Sea Point contact, Cape Town, South Africa, exposes the contact between the Neoproterozoic Malmesbury Group metasedimentary rocks of the Pan-African Saldania belt and the intrusive S-type Peninsula Granite of the Neoproterozoic-Paleozoic Cape Granite Suite (CGS). The exposure outcrops over an area of approximately 170 m × 60 m with the northern end of the exposure being characterized by the country rock–microgranite intrusive contact. Heading further south, the outcrop transitions to the main contact zone, which is a predominantly gradational zone marked by sheets of compositionally variable granitic injections (collectively referred to as hybrid granite phases) concordant to the country rock structure, before reaching the main pluton area comprising the voluminous coarse-grained porphyritic granite. Using a combined study incorporating field, structural, geochemical, isotopic and U-Pb geochronological data, the intrusive contact is investigated to determine the construction history of the pluton and delineate possible emplacement mechanisms.
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Fernandes, Ralston Psychology Faculty of Science UNSW. "A systematic investigation of relevant predictors, moderations and mediations for intention to speed, drink-drive, drive while fatigued, and not wear a seat belt, amongst young NSW drivers." Publisher:University of New South Wales. Psychology, 2007. http://handle.unsw.edu.au/1959.4/42933.
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Road trauma is recognized as a major public health problem worldwide (particularly for younger drivers), and risky driving has been identified as an important contributor to road crashes. It is often assumed that similar factors influence all risky driving behaviours, although direct and systematic examination of the differences between risky driving behaviours in terms of precipitating factors is lacking. The present thesis sought to undertake a systematic investigation of relevant factors in the prediction of four key risky driving behaviours (speeding, drink-driving, driving while fatigued, and not wearing seat belts). Four versions of a Risky Driving Questionnaire were developed to assess beliefs, personality factors and behavioural intentions, in relation to each of the four behaviours. Four versions of the Implicit Association Test were developed to assess attitudes toward each of the four behaviours, without reliance on self-report (in terms of the relative strength of pairs of associations). Data were collected from a student sample (N=215: Study 1), as well as urban (N=587) and rural (N=422) general population samples (Study 2), and regression models were examined for each of the four behaviours, with interaction terms to assess moderations involving perceived risk. Mediations involving gender were also assessed. Results indicate that different risky driving behaviours are predicted by different factors. For example, in the urban sample, speeding was predicted by driver anger and illusory invulnerability, drink driving was predicted by peer influence, driving while fatigued was predicted by the perceived benefits of not driving while fatigued, and not wearing seat belts was predicted by the (sensation seeking x illusory invulnerability) interaction. Results also suggest that different predictors of risky driving behaviours are relevant for different driver populations. For example, speeding was predicted by authority rebellion in the urban sample, and by sensation seeking in the rural sample. Observed moderations of perceived risk suggest that relationships between perceived risk and risky driving may differ for males versus females, and for low versus high sensation seekers. Findings suggest that future road safety interventions should be based on research of the determinants of individual risky driving behaviours, and in specific driver populations.
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Kučera, Jonáš. "Normativní požadavky na činnost zádržných systémů vozidel." Master's thesis, Vysoké učení technické v Brně. Ústav soudního inženýrství, 2010. http://www.nusl.cz/ntk/nusl-232513.
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This diploma thesis deals with the normative requirements on the activities of restraint systems. It includes biomechanical limits of the human body, restraint systems, description of the principle of their action and legislation. Legislation, particularly regulations of ECE and EC directives defines the normative requirements on the activity of restraint systems in the context of the approval process. There are described two types of restraint systems: seat belts and airbags in details. There are created simulations of crashtests and reviewed influence of using restraint systems on elimination of negative phenomenon of car accidents.
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Björklund, Aksoy Simon. "Do potentially seal-safe pingers deter harbour porpoises (Phocoena phocoena) in the vicinity of gillnets and thereby reduce bycatch?" Thesis, Linköpings universitet, Biologi, 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-170512.
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Incidental bycatch in gillnets is a substantial threat to small cetaceans. Using Acoustic Deterrent Devices, “pingers”, have successfully reduced bycatch of harbour porpoises in gillnets. However, seals can use pingers as “dinner-bells” to easier find gillnets in order to raid and destroy them, further aggravating the existing conflicts between seals and coastal fisheries. Therefore, in the present study, the efficiency of two alleged “seal-safe” pingers, an experimental Banana pinger “SSB” and a Future Oceans F70 pinger “FO”, in deterring harbour porpoises from the vicinity of gillnets and thereby reducing bycatch in commercial gillnet fisheries, was tested. This was done by deploying click detectors, “C-PODs”, recording Detection Positive Minutes per hour, at each end of gillnets, provided with the two pinger types or no pingers at all. Bycatch instances were recorded into logbooks by participating fishermen and verified using video footage from on-board video cameras. Results showed that video monitoring was a reliable method for verifying the number of bycatches of porpoises and seals, but not seabirds, recorded in the fishermen’s logbooks. The experimental SSB pingers and the FO pingers significantly reduced porpoise presence, measured as Detection Positive Minutes per hour in the vicinity of the nets, compared to gillnets without pingers. However, the sample size was too small to yield a significant result regarding the bycatch reducing efficiency and dinner bell effect of the experimental pingers. Nevertheless, bycatch trends suggest that pingers did in fact reduce porpoise bycatch. Although both successful, FO pingers were slightly more efficient in deterring porpoises than SSB pingers. The SSB pinger sounds had bigger directionality variations than the FO pinger, which may have affected its deterrent effects. Therefore, additional trials are needed to further investigate this aspect.
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Ackerman, Kathryn R. "A Critical Review of the Procedure to Develop the State Highway Safety Plan." University of Akron / OhioLINK, 2021. http://rave.ohiolink.edu/etdc/view?acc_num=akron1613961199444157.
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