TRANSPORTATION | potato see) oe Journal of the Transportation Research Board, No. 2194 Vehicle Safety . aInlelem sito : and Motorcycle TRANSPORTATION RESEARCH BOAI (OF THE NATIONAL AAINSPORIATION RESEAKCH BOARD (OF HE NATIONAL ACADEMIES ANSPORTATION RESEARCH RECORDS, which published throughout the year, consist of collec 18 af pagers on specific transportation modes and dject oreas Each Racora is classified according the subscriber catagory or catagories covered the papers published in that volume. The views wrassed in papars published in the Transportation Search Record seres are thase of the authors 4.00 nor necessary reflect the vews af une peer ‘ew commiane(s), the Transportation esearch are, the National Research Council, or the spon- ‘sof THE activites. The Trensportation Research land doesnt andocee products or manufscturers: {30 and manufacturers! names mey appear in & ‘core paper eniy «they are considered essential ER REVIEW OF PAPERS: Al papers published in 2 Transportation Research Record series have ‘en reviewed and accepted for publication through 2 Transportation Research Board's peer renew dees establehed accarding to pracadures Proved by the Gaverning Board of the National search Council, Pagers are refereed by the TRE nding committass identified an page ii of each ‘cord. Reviewers are selected from among com ttee members and other outside experts. The ansportazon Research Boerd requires arinimum tree reviews: 2 decision is based on resiewer com ants and resultant author revision. For details about 3 peer review process, see the information on the side back caver. 4 TRANSPORTATION RESEARCH RECORD JBLICATION BOARD, compeising 8 cross section transporcation disciplines and wih equal represen tion from the academic and practitioner communi 's, assures that the qualty of the Transportation ‘search Fecord: Journsl of the Transportation eearch Board and the TRB paper peer review Coase i cansistant with that of a peer-reviewed ‘enbfe junnal, Members frem the academic com Unipy make decisions 20 granting tenure; all aca mig and practioner members have authored 'per's pubiched in peerreviewad journals and all Ine participated in the TRB peer review process. ANSPORTATION RESEARCH BOARD PUBLI- TIONS ray be ordered direct from the TRB Bus 128 Office, through the Internat: at www. TRE. org, by annusi subscrtion thraugh crganizatonal or td atflation with TRB. Affliates anc library ‘osorbers are eligibie for substantel discounts, te further infarmasion, contact the Transporta- an Research Board Business Difice, 500 Fifth ‘reer, NW, Washington, OC 20001 [telephone 32-934-3213; fax 202.334.2519; or emai 3eelec@nas. eu), ANSPORTATION RESEARCH RECORD PAPERS INLINE: The TAR Journal nine website provokes tectronic access t0 the full ex of papers that have zen published in the Transportation Research cord series since 1998. The site is updated as bw Record pagers become available. To search Sebvacts and to find subseriptian and pricing infor- jeban, go to wow, TAB org/THHOnane, TRANSPORTATION RESEARCH BGARU 2010 EXECUTIVE COMMITTEE* Char lehalR Mera, Dear of Tanipoaton. Nach Cen Texas Cou of Governments, Artington ‘Ve Chai: Ne J. Pederen nian Mayland Soe Hipay mises, Balt Tete Director: Rohert E Skinner, Je. Trarooriton Resch Soe “.arey Barker, Execave Dns, Tit Aub of River Ci, Laub. Kentucky ee, Secreta, Poensyoasa Deparen of Tanger, Harsh ary t- Brown, Sr. Exeive Distr, Msi Degsnmen of Teapot, ck" Debora H. Baler, Crest Ve Preset, Pati nd C10, North Sours Cerpersin, Nal, Vingin Willan A-¥. Crk, Psesor Deparment of Gagraphy, Unventy f Cabri Lo Angels ogene A Cone, Secaary of Taspration Nort Casa Dpartent of Tapio, Rg ‘Nicht, Garker Hear L. Kane Professor Deparment of Civ Engineering, nd Duster, ‘Cone Trtsportion Sates, Unvesst of Vapi Chaonesile _pslny W. Hamel Cuectve Drevin, Maspelon Aigo Commsion, Mineaplis, MIRO Pauls Hammond, Sorry. Wastingtn Sie Doparmert of Transportation OM award A Ned) Heme Pride, Cet or Cea at oly, Washgton ©. ‘A Ruan, Cal Protea of Chl Engine. User of alfa, Brey (Past Ci, 208) Seatn Martneich, Distr, Neva Dearne’ of Transporation. Caron Cy Deb L Mile Seer. Rarss Dearuent of Tarsporaton. Topeka (Pas Chay. 208) Sandra Resenbloom, Pio Pning, Univenty of Anco. Tssen {Trag Le Rowe, Vie Presider, Coronte Trafic, Wa Mart Stores. tne, Mandevile, Lousiana Steven. She, Chie Opering Ofer, Marne Resouees Gan, Seat, Washngon | ney 6. Geer) Sehwart, J Chain (ere fiob’Sereyp Cin Lous Miso Beyety A Seat Getetel Manager and Cet Exeutve Ofer, Metoplan Aan api Trt Aube ‘ita Geos David Setter, roca: Mest Adsss LLC, Pei, easyer ‘antl Spring. es of Cv xnesig and Eason Seebe an Plc: Dist. itt of "Tanpurtan Seaies, nd ltrinOvton, Erg) Eiiceacy Center, Unset of Cafoia Dave ink F Sen, Diese, Micigaa Departed of Tempra, C2 Dougas Stilo, Peed Ct Exonve Offer Cow Wa. Aan Ato, Michigan {CMlchcl Walt, Emest Cocke Centeeal Chirin Engerag Uivery of Tes, Att (asthe, 991) Peter H. Appel Adminis, Research and lgovave Tehaclogy Adminsvacion, US. Depenment of "Toaspoeaan|en fei) 4 Randlph Babb, Acriniuror, Federal Aviston Adminstae, US. Dearwent of Tassporaton exo) recta M, Brewster, Piesident und COO, Ania Trssponsion Resch Isa, Says eosin George Bugle, Present ern and Univesity Presa. Polytestis ast of New York Univer evolve FoegtSeteun, Nana Academy of Eagaeeng, Wasigten DC (effin) Anne. err, Missa, ede Misr Came Safety Adminiciaton, US. Deprtentt Transporation (exolieo) Ley Gis, Che, issn of Tansponaton, Buea of lean Athi U5, Depatzen of he Le ‘Wastigon, D.C (ex of.) Edward I. Hamberse, Pda! so CEO, Assiation of American Rasa, Washington, OC. (eof ‘Joli C Horsey, Erssve Dre, Amin Associaton of Sue Higheoy and Tatsprioe Of Wathagos, DC. (ex ofc) David, Matnda, Deputy Anita, Miser Admini, US. Deparment of Taspertion lexestcoy ‘Vict Mendes, Astor Fete Highvay Aisaon S, Departmen’ of Transpoaion (exoftca) Witham W, Mile, Presec, Amer Pb Taperton Asati, Wahington, DC fx oo) (ee Cha, 1998) ‘Tora O'Toole ner Serta for Science ad Teshtoogy US. Deparen of Holand eset (xii) Robert J Papp (adm, US, Cost Gua, Commandant 1S, Coat ars, US. Dep of Hotel Sean en of) (CyniaL Quarerta, Adina, Piping al Hazan Materia Sly Adin. 1S, Depuiner of Tnsponaon er ff) Peter M. Regal minster Fel Tras Administ, US. Depart of Teepration es fico) Dav L Sredane, Aas, Nationa Hignsay Tac Saey Adrisraion, 1S. Depneat Josep © Stab, iiss, Feral Raikond Admin US. Drgaraent of Tanto (eo Poy Troenberg, Asc Scr frTrsporatica Pbey, US. Ooprent of Tansponacn (eco) Robert Lact Anierp (Ui Gena US. Amy, Chie of gies ant Coneaning General US. Amy ‘Corp ot Engines Washington DC. (en offic)TRANSPORTATION RESEARCH RECORD Journal of the Transportation Research Board, No. 2194 Vehicle Safety Truck, Bus, and Motorcycle A Pear-Reviewed Publication TRANSPORTATION RES! OF THEN‘Transportation Research Record 2194 ISSN (361-1981 1SBN975-0:309-160704 Subscriber Categories Motor camers: highways: safety and human factors: design Print inthe United States of America TRANSPORTATION RESEARCH RECORD PUBLICATION BOARD, CC Michss! Walton, PAD, PE, Emest H, Cockrell Centennial Chas {Engineering and Profesor of Civil Engineering. University of Texas ‘Austin (Cochair ary Lynn Tischer, PRD. Director, Ofie of Transpctation Policy ‘Studies, Federal Highwey Administration, Washington, D.C (Coss) Daniel Grand, SB, SM, PE, Consaltan, Lyme, New Rapshire Mary R Brooks, BOT. MBA. PhD, Wiliam A. Black Chai of Commer, Duliousie University, Half, Nova Scotia, Canada ‘ChaesE- Howard, fe, MCRP, Director, Trarspertaton Plannin. et Sound Regional Coane, Seat, Washington Thoms | Keemerowsi, Peng, Manager. Materials Engineering and Research Ofiee, Onasio Minis of Transporation, Toronto, Cans Michal D- Meyer PD. PE, FredenekR Dickerson Profsso, Schoo! of (Cini and Envircamental Engineering, Georgia Insite of Teshnoogy, Alan Sandra Rosenbloom, MA, PRD, Professor of Planing, Univesity of “Avtoas, Tucson ‘KamazesC. Sif, PMD, PE, Olson Dishiaguished Professor, Schuol of ‘Cv Engineering, Pardue University, West Lafayete, Indiana 1. Davi Suite MSCE, Execuive Director. North American Geosynthetics Soiey, Albany, New York Pear Review af Transportation Research Recard 2194 SYSTEM USERS GROUP Cesnna Depue, Missous Department of Transporation (Chat) Safety Section Tore 3 Saute, Universi ‘of Nort Caroline, Chapel Hill (Chair) Truck and Bus Safery Committee Joel L. Teste, Telvont Farradyne, In. (Chsie, Willa F. Mahorne US, Depastmert of Transporation (Secretary) Michiel Beier, Gee Bergotfe, Daniel Blower, Rebecca M. Brewster, John F. Brock, Races M. (Garke, Roger D, Clie, Burra Ang Czsch Geral A. Donaldson [Beborah Mf. Fund, Edward M. Hitsock, Steve A. Keppler, Ronsid Khipling, Gerla. Krveger, Brenda M. Lantz, Anne T. MeCare Michele Ann MeMurcy, David F Maton, Edwin H Miller, uae A. Perrin, Willa Andrew Schudt, Robert A Scopat, Joba Ff. Sieber, Courey Steveason, Pre Thffalt, Marin R Walker Pedestrians and Cycles Section “Michael J Cynecki Cty of Phoenix (Chait) Motorcycles and Mopeds Commitzee Keith McCrae, Virginia SATSLab, Inc. (Chair; Thomas R. Cui, South Poyiechnic State University (Secretary, Dale Jlisn Ace, Scott €: Armiger, Jain W, Bilheet, Wiliam E. Cosby. Liz A de Rome ‘Yousey M.Blzohairy, Nelle L Haworth, fl W. Hermie, Robert D. Kenney, Ir, Fred L. Mannering, Keith F. MeCrea, James MeKright, ‘Alan Scott cKeigh, James E. MeLaughin, Eauard W. Morel Sames V. Quel, Jenny Perce, Marion Rona Poole. ana M. Randa Redan Sutaha, Umesh G Shankar, Venkataraman N. Shank, ‘Sitipan Sitikaris,loanea Spyropoulou, Eri R. Took David. Thom, Kein R. Van Kleeck, Starcas Ramsay Wigan, Dee Varkoskie Willams ‘Sher Willits, Gary L. Winn, Steven P. Zier Peer review is indicsted bya oomote at he end ofeach paper. The ‘ovganizacnal units. officers. and members areas of December 3 Transportation Research Board Staff Richard F Pain Transporation Safety Coordinator Joanie L. Cole, Senor Frogram Assistant Publicaions Office (Chris J cacraia, Edie: Glenda J. Beal, Prodycton EaorJenifee Goaere, Proofrenser, nm Parker. Manuscript report Ann E. Poy, Managing Eitor; Juanita Green, Production Manage: Phys Barter, Poblsting Admisistator: Jennifer. Weeks, Manoscript, Preparation ManagerTHE NATIONAL ACADEMIES Advisers to the Nation on Science, Engineering, and Medicine ‘Tae National Academy of Sciences is a private. nonprofit, self-perpetuating society of distinguished schol- srs engaged in scientific and engineering research, dedicated to the furtherance of science and technology and Co their use for the general welfare. On the authority of tho charter granted t it by the Congzess in 1863, the Academy has e mandate that requices it to advise the federal government on scientific and techni cal matters. Dr. Ralph J. Cicerone is president of the National Academy of Sciences, ‘The National Academy of Engineering was established in 1964, under the charter of the National Acad lemy of Sciences, as parallel organization of outstanding engineers. lis autonomous in its administration and in the selection ofits members, sharing with the National Academy of Sciences the responsibility for advising the federal government. The National Academy of Engineering also sponsors engineering programs simed at meeting national needs, encourages education and research, and recognizes the super iments of engineers. Dr. Charles M. Vest is president ofthe National Academy of Engineering, ‘achieve ‘The Institute of Medicine was established in 1970 by the National Academy of Sciences to secure the services of eminent members of appropriate professions in the examination of policy matters pertaining to the health of the public. The Institute acts under the responsibility given to the National Academy of Sciences by its congressional charter ta be an adviser to the federal government and, nits vn initiative, to identify issues of medical cave, research, and education. Dr. Harvey V. Fineberg is president of the Inscqute of Medicine ‘The National Research Council was organized by the National Academy of Sciences in 1916 to associate the broad community of science end technology with the Academy's purposes of furthering knowledge and advising the federal government, Functioning in accordance with general policies determined by the Acad- cemy. the Council has become the principal operating agency of both the National Academy of Sciences and the National Acaderny of Engineering in providing services co be government, the public, and the scien. tie and engineering communities The Council is administered jointly by both the Academies and te Insti- tute of Medicine. Dr. Ralph J. Cicerone and Dr. Charles M. Vest are chair and vice chair. respectively. bf the National Research Conncil, ‘The Transportation Research Board is one of six major divisions of the National Research Council. The mission of the Transportation Research Boacd is to provide leadership in transportation innovation and progress through research and information exchange, conducted within a seting that is objective, inierisci- plinary, and multimodal. The Board's varied activities annually engage about 7,000 engineers, scientists, land oxher transportation esearchers and practitioners from the public end private sectors and academia all ff whom contribute their expertise in the public interest, The program is supported by state tcansportation epartments, federal agencies including the component administrations of the US. Department of ‘Teansportaion, and other organizations and individuals ineeested in the development of transportation, www TRB.ore www.national-academies.org‘TRB SPONSORS* Transporation Departments of the $0 States and the District of Columbia Federal Government US. Deparment of Transportation Federal Aviation Administration Federal Highway Administration Federal Motor Carter Safety Administration Federal Railroad Administration Federal Transit Administration [National Highway Trafic Safety Administration Research and Innavative Technology Administration Bureau of Indian Affairs Science and Technology Directorate, USS. Department of Homeland Security USS. Army Corps of Engineers US. Coast Guard Nongovernmental Organizations American Association of State Highway and Transportation Officials American Public Transportation Association American Transportation Research Institute Association of American Railroads TAs of December 2010.TRANSPORTATION RESEARCH RECORD Journal of the Transportation Research Boerd, No. 2194 Contents Foreword vil PART 1—COMMERCIAL MOTOR VEHICLES Hours of Service and Truck Crash Risk: Findings fram 3 Three National U.S. Carriers During 2004 Sang-Woo Park and Paul P. Jovanis Freeway Truck Lane Restriction and Differential Speed Limits: a1 Crash Analysis and Traffic Characteristics Murat Korkut, Sherif Ishak, and Brian Wolshon Condition of Trucks and Truck Crash Involvement: 21 Evidence from the Large Truck Crash Causation Study Danie! Blower, Paul E. Green, and Anne Matteson Evaluation of Noise Level, Whole-Body Vibration, and Air Quality Inside Cabs of Heavy-Duty Diesel Vehicles: Parked Engine Idling and On-Road Driving Joshua 8. Fu, James A. Calcagno lil, Wayne T. Davis, and Albert Alvarez ‘Type of Motor Carrier and Driver History in Fatal Bus Crashes Csniel Blower and Paul E. Green Evaluation of Safety Benefits from a Heavy-Vehicle Forward Collision Warning System Hesham A. Rakha, Gregory M. Fitch, Mazen Arafen, Myra Blanco, and Richard J. Henowski Rearview Video System as Countermeasure for Trucks’ Backing Crashes: Evaluating the System's Effectiveness by Controlled Test 23 37 55 Chanyoung Lee, Achilles Kourtellis, PerSung Lin, and Peter HsuPART 2—MOTORCYCLES AND MOPEDS Rating Roads for Motorcyclist Safety: Development of a Motorcycle Road Assessment Program Alison Daniello, Kimberly Swanseen, Yusuf A, Mehta, and Hampton C. Gabler Survey of Novice Motorcycle Riders and Their Riding Experience Before Licensing Liz de Rome, Rebecca Ivers, Narelle Haworth, Stephane Heritier, Michael Fitzharris, and Wei Du Right-Angle Crash Vulnerability of Motorcycles at Signalized Intersections: Mixed Logit Analysis M. Mazharul Haque and Hoong Chor Chin Effects of Horizontal Curvature on Single-Vehicle Motorcycle Crashes Along Rural Two-Lane Highways William H. Schneider IV, Peter T. Savolainen, and Dareen N, Moore Review of Parking Design Practices for Motorcycles Wayne D. Catzrell Structure Discrepancy of Riding Behavior of Heterogeneous Young Motorcyclists in Taiwan vinr-Tsai Wong. YrShih Chung, and LeWen Hsiao 67 75 82 1 99 107Foreword ‘The 2010 series of the Transportation Research Record: Journal ofthe Transportation Research Board ‘consists of approximately 900 papers selected from 3,700 submissions after rigorous peer review. The peer teview for each paper published in this volume was coordinated by the committee acknowledged athe end of the text; members ofthe reviewing commistees for the papers in this volume are listed on page fi Additional information about the Transportation Research Record: Journal of the Transportation Research Board series and the peer review process appears on the inside back cover. TRB appreciates the interest shown by authors in offering their papers, and the Board looks forward to future submissions, Note: Many of the photogeaphs, figures, and tables inthis volume have been converted from color to grayscale for printing, The electronic files of the papers, posted on the web at www.TRB.ory) TRROnline, retain the color versions of photographs, figures, and tables as originally submitted for publication,ff Meacurement Conversion Factors ou Be scram ne unt in te st column the unit nthe seco col, mil bythe fae inthe ind “cltomary Unit ___SIUait Facor | St Unit Customary Unt Factor ength — | eo i valncers Ba nillimetes inches inebes centimeters 234 centimeters snobs feet meters 305 meer. fee yet resers osu mete cds es iometes __ 161 lometers files Area ‘Acee Zz square inches Sua milineres 5. que milicies squge acbes oo01ss svere fot seus meters 093 square meters square fest 10764 squire yards saare meters 0836 square mete Sauer yrds Lise scree hecires 0205 esas aces Dart gue miles sausre Kilometers 259 Saace mies 0386 lume oe ae illons Tew 3785 irs ‘lone os cube meters 0.0% cube meters otic fet 5318, 03765 cubicmeters cube yrds Mase a ours zane 2835 rans once ous | pounds Fetograms ossa Miogeams pounds 2205 So os restore 907 inegagras Shor tons 1102 Domination | tuosination Footeanates lx 17m ‘porn 00 ‘bela inde pr sandelas per Sere meter Sovae mete foolambers 0202 Force and Presse or Stes Force and Pressure or Stress poundfore vewone| a5 ‘ewions poundforce ons Poundtore per Hilopascals Pounatorce per square inch Silopescals 630 i ‘gue inch onas Teanperauure eae ‘Temperature To convert Fahscaheit temperature CF) 0 Celis 1 foeml temperature “CaCPe (0), 32 the fll Que Pee 1 8)432 Abbreviations Used Without Definitions AASHO ‘AASHTO ‘ACRP APTA ASCE ASTM. FAA FHWA, FMCSA FRA, Fra, IEEE 180 ITE NASA NCHRP NHTSA RITA SAE SHRP TCRP TRB ‘American Association of State Highway Officials To convert Celsius temperature -C) to Fahveneit temperatue use the following formule ‘American Association of State Highway and Transportation Officials Airport Cooperative Research Program ‘American Public Transportation Assaciation American Society of Civil Engineers ‘American Society for Testing and Materials (kaown b Federal Aviation Administration Federal Highway Adminstration Federal Motor Carrier Safety Administration Federal Railtoad Administration Federal Transit Administration Institute of Biectrical and Electonics Engineers Intemational Organization for Standardization Institute of Transportation Engineers National Aeronautics and Space Administration National Cooperative Highvray Research Programm National Highway Tratfie Safety Administration Research and Innovative Technology Administration Society of Automotive Engineers Sueategic Highway Research Program “Transit Cooperative Research Program. ‘Transporation Research Roar ¥ abbreviation only)PART 1 Commercial Motor VehiclesHours of Service and Truck Crash Risk Findings from Three National U.S. Carriers During 2004 Sang-Woo Park and Paul P. Jovanis ‘A case-control study of 231 truck crashes (and 462 controls) was com nls from 2008, when new hours-of-service (HOS) regulations went int effect in the United States, Analysis using time-dependent logistic regression indicates that increased ‘rash isk is associated with hours of driving, with sk increases f 50% 1 260%% compared with the first hour of driving. These Findings help to Provide a baseline estimate of crash risk relationships for this HOS pot key, A series of models indicates thatthe pattern of eras isk is diferent for nonsleeper operations and for sleeper schedules. Models of non- sleeper operations indicate that crash ris is strongly associated with soltklay driving somewhat mocethaa with hours af driving. Models of Sleeper operations indicate strong association of crash rsh with hours p> > P> R> BD Variable Imercept Our ee LO Paw Fg mph GS mph Temp S8.mph_ Graph 65 mph Inercept 1009-0418 -0.369 0472 “028s “o6s6 -0823 27s 0217 00M Gee HS o. 0419 100 0228 0.137 0.088 oors 0397 0222-026 9.130 p23 . 019 0.208 1.00 0.117 oats 0456 0298 9.309 0.196 1289 0138 0.131 ¥.-¥, oar. 0.157 0117 Lom 02 “0391-0063 0289 0082 9.122 028032 Lo 0673 or 0287067 oo10 “0862-0198 0253. -0000 9333 B09 9186 Poon 0244-008 O14 4241 1.000 0061 0382-0021 -0207 9.196 1.496 -0.089 F 0403-0018 0120-0407 ozs 0291 0390-0345 Osta one 0.198 a “0635 00730456. 41391 9.981 Low O41T 0268-0052 6.120 9270 P.>6omph 0625 0.397 0.298 ~.065, 0382 O17 to 0738 0.210, osis F.>65mph 0274-0222 -D.309 0289 0253 0921 2 0735 1000-04616 oor? 0831 P.>Tm~ 0217 0265 9.195 0052-0050 -9.2 0032 0210-9615 1.000 0298 9316 Po>Ssmph 0009 130 028901220333 .196 OI -034 0605-0617 “0531 0397 F.6omph 0265-0121 0.138 0026 0095 vane 0.120 0247 9017 0.298 000-0286 P>65aph 0131028301 0327-01186 -0.089 9.198027 0518 oa! 9.316 6 1000TABLE 3 Backward Eliminatian for Muintfect Selection: Variable Removat Vonabie ‘unter of Varables Removed Remaining ia Model Modet a Pro o, R 0.990 10. u asi 2.2 T0mph w 0707 7 ° 0537 P.>eomph 8 os Pa 1 026s P3685 mph 6 303 o 5 0433 p> 6s mp 4 0.228 [Nevertheless the interaction terms caused one of the main-etTet terms to bocome insignificant, as shown in Tables 3 through 7. Because none of the methods yielded model containing main effect and interaction ‘erms that were significant atthe 05 level, the main-effects model became the final model Figure 2 shows the confidence intervals for the means of the explanatory variables in the final model. The relatively narrow confidence intervals fr ll variables suggested that the variation in the hourly means over difforent days ofthe data collection period ‘as not substantial, This findiag implied that dhe assumption made atthe beginning ofthe analyses to compare crash and traffic data fom ifferent time periods was reasonable. Because of space limitations, ‘ot all regression procedures for the other cases are presented heze. Instead a summary ofthe cesults is provided in Table &. As in the illustrative case, the main-effects models for all cases were also the final models. Tn contrast, the regression analyses for three out of eight cases did rot yield any model tha had ax? of 4 or higher. and none of the traffic characteristics the yielded models were related tothe crasi rates at the O5 significance level, These cases were the total and {ruck-involved crashes that occurred on weektay in the westbound direction of flow and the truck-involved erashes that occurred on ‘weekdays in the eastbound ditection of flow. These cases are not discussed because they were not relovant tothe objectives of the study. ‘Table 8 shows the fina! models obtained forall cases. As indicated by the p-values, all the variables in the models were significant at the 0Slevel. Ina cases, the variables inte model sould collectively explain approximately $0% of the variation in the eras rate. The citections of the relationship between traffic characteristics and the crash rate forthe eastbound weekday and weekend crashes were consistent, as indicated by the signs of the regression coefficients. TABLE 4 Beckwerd Eliminetion for MainEtfect Selection: Variabie Retention Remaining Venable ParameterEsimae —F-Value Pra Inverse 896.353, 102000005 z 122.128 lasso 0001 » 2.260 44m 0G > 60 mph 13786 t.020 ooo 355 mph 33306 5480 0030 Transportation Fusearen Feu ‘TABLE 5 A? Method for Msin-ttect Selection (RF = 0.4821 Parameter varble DF Esfimate SE Value Prale 1 ost 320682 «3.3000. 1 “use: 27311 001 1-75 res post 1 7152834409 Dos 1 S107 202 poe None: DE = degrees of feo; SE = sandal esr. An increasing percentage of trucks that exceeded the speed limit, ‘was associated with higher erash rates, The results also showed that violation ofthe lane use was associated with higher erash rates, This suggests thatthe implemented policies may be effective in improving the crash rates on the bridge. “The crash rates were also positively correlated with lane occupancy and trick speed variance, suggesting that an increasing interaction between vehicles may increase the propensity for crashes. As the total truck percentage and the percentage of ears violating the car speed limi increased, & reduction was observed in crash rates. [tis ‘well known that the likelihood of crashes tends to increase when: vehicles travel ar high speeds. Therefore this result appeats to be ‘counterintuitive, possibly as a result of the assumptions made in the study. But, che relationship between total ruck percentage and the crash rates suggests shat an interaction between cars and trucks was more likely fo gesult in crashes as opposed to an interaction among tucks. Te relationships berween crash rates and individual variables in the multiple regression models were not significant when simple regression models were developed, Asindicated in Tables 3 through 7, the R? was 009 when the total crash rate forthe weektay-eastbound ‘case was regressed only on the percentage of tracks violsting the tauckespeed limit. Tables 3 varough 7 show ap-value of 655 when the total crash cae for the weekday-eastbound case was regressed only cm the percentage of trucks violating the tuck speed limit in fs the & ofthe simple regression model was as stall as ,009, which indicates that this variable could explain only 1% of the vasiation in the crash rate by itself, The difference inthe p-values in te simple ‘and multiple linear regression analyses suggests that the ation of other variables into the regression movel reduce this varabe's share jn explaining che variation in the erash rte. Therefore, the p-valie increased from 021 to 6548. In essence. the variable was nots nificant enough to explain the variation in the crash rave by sel. Figure 3a shows the scat plot of the erash rate and the percent age of trucks Violating the truck speed limit. The dispersion seen in the plot is consistert with the results from the simple linear regression, TABLE 6 Backward Elimination for Intaraction: Variable Removal Number of Varables Reming Variable Removed inMadel — Modeb Bro F (P.> @emph) (F255 mph 8 079 osas (P){B.> 38 gh) 5 so 9250 GHP 7 oes 058s 7-3) *(E- > ph 6 0.889TABLE 7 Backward Elimination for Interaction: V Reming Variable PaameterBsimate — FValve Pro Trrcepe 2512614 1083 5%, 387-70862 1867 » 15108306 990 > 60 mph 50113336 999 P26 mph esses on GF 44P, > Oomph -25.11678 974 0.0062 Po¥P, > 60 mph) 237396 698 opiTt 30 Hourly Truck Volume as a Percentage of Hourly Total Volume Hour Exceeding 55-mph Lower Confidence Limit — Upper Confidence Limit Hourly Truck Volume as a Percentage of Hourly Total Volume Hour 0 2 46 B so1zaero182022 Hourly Mean Truck Percentage 0 Hom 02 4 6 8 sp12iez6182022 Hourly Mean Truck Percentage Lower Confidence Limit Upper Confidence Limit © 7 Similar results were obtained for al other variables in the same model and in the models forall other cases, with ene exception. The Total crash rate forthe weekend-westbound case and the percentage of tucks violating the lane use poliey were significantly related at the.05 level. The R ofthe model was 35. which ws the highest value among all the simpie regression model R* values, However, the seatter plot ofthe input data for the crash rate and the peecent age of trucks violating the lane use policy did not show any sign of correlation. The scatter plot diagram is shows in Figure 3b tn com parison, Figure 32 shows the scatter plot ofthe erash rate and the ‘otal trick percentage, which was the second variable in the model Tor the weekend-westbound case. As seen in the igure, there is no ly Total Volume 19 —_____ 0 pre 02 4 6 8 201z1416182022 Hour — Hourly Mean Car Percentage Exceeding 60-mph Lower confidence timit — oper contcence Limit o —ifecence between Hourly Mean Car and Truck Speeds Lower Confilence Limit Upper Confidence Limit @ FIGURE 2 Confidence intervals for means of explanatory vereblesTABLE @ Regression Results for All Cases Parameter « Varable «DF “Eximste Standard Bor Value ‘Toalceusheson weekdays 0468 ‘Ievercept t amen 49 ‘n eastbound 7 L Si6is5 386 , 1 W523 2.12, Poem 1 31 7332 P>ssmok 1 nae 24 Simple regression 0009 Ivertept L 19 a P>ssmeh 1 152 as, , “Toil crshes on weekends 0457 Inercept 1 3384656 2373087 1430 ‘neastbound ' ‘5.153 244 S67 2800 1 2ss938 94207 270 “ 1 “81336 1618 B bo -19s80 78170 P.>60mh 1 425087 9.8 ‘Toul crsheson weekends O47 Intercept, 1 392 25210 in westbound ' 39.601 15375 ' =3sami soll Simple regression ose 1 oes i223 1 9 291 Simple regression 02768 t 26 1689 t 356 138 Trickeinvolved cashesoa 0.513, | -935736 337237 weekends in eastbound L 11133 008 i t 171768 e408 t snag 13 Peden 1 29st sm ‘Teacksinvolvedorasheson (531 Intercept 1 -1856839 660.706 weekends in westbound Foss 1 169.361 $6762 e 1152120 S166 7 1 3315 Poem 1 55 F235 mph 45158 oon Be ae Bs #2 1s +--—+___._ 83 Pete 1 feu szg HE lito. ORE 7 i 528 gis BE 10 2» 32° 5 10 vou Tack Percetags our Tack erceniagen the Taceedingssmoh tetiane Hourly Number of Total Crathes per 100 Million ° 10 20 Hourly Toral Truck Percentage © FIGURE 2 Seatter plots of crash rates: (a) eastbound weekday cat and (c] westbound weekend case (o) westbound weekend case,urthak ih, acd Wan sign of correlation between crash rate and the taal tuck percentage. However, the simple linear regression showed that total muck pet~ centage was significantly associtted withthe crash rte at.05 con fidence level. The signs ofthe regression coefficient fr this variable in multiple and simple regression models were different. When no variable was controlled for, te total truck percentage was positively correlated with the crash rate. In contast, with control For the pe centage of tucks in the lft lane, the total ruck percentage a8 neg- atively correlated with the crash rate. This finding suggests that an increasing truck percentage in the right lane was associated with ‘eduction inthe crash rate. This relationship was also true for truck- involved crashes. The consistency inthe results is an implication of improved safety on che bridge as a result of the lane restriction “The of a multiple regression model indicates the percentage of variacion inthe crash rate that could be explained by he independent variables collectively, Because very low R values were obtained when the crash rates were tegressed only on the individual traffic characteristics, the &® values in the 410.5 range that were obtained forthe mul:iple eegression models were nota surprising result, Such relatively low A® values may result from the limitations of the study ‘or from any important variable that was not considered in this stay, SUMMARY AND CONCLUSIONS ‘This study investigated the relationship between crash rate and trafic characteristics on a rural four-lane clevated freeway operating under ‘a right lane stack restriction and car-teuck differential speed lit “The analyses in this study are considezed to be unique in that cere are no other examples of analyses tht used field data and sttistial ‘analyses to compare crash and traffic characteristics for a freeway ‘that operates under tuck lane restriction and differential speed limit. Also, the study section Was unique in that it was the First elevated freeway that operated under both lane restriction and differential speed limit. ‘Multiple linear regression analysis for total and truck involved crashes on tafe characteristics showed that when trucks violated the lane restriction, crash rates tended to ictease. This finding was consistent with the results from other researchers who have completed similar studies around the United States. However, the impact of differential speed limit on tale safety was inconclusive ia thatthe crash rates increased when trucks violated the truck speed limit but decreased when cars violated the car speed limit ‘The negative corzelation between car speed limit violation and crash rates was unexpected and also counterinauitive. The reason, for obtaining such a counterintuitive result could be attributed ¢o the limitations of the study. One ofthe limitations was that the truck andar speeds were estimated for mixed vehicle conditions, because the RTMS devices reported speed forall vehicles combined ia each 30-s time interval. The other limitation ofthe study was that crash and (raffle data collection were not performed concurrently. and therefore the comparison of the characteristics from the crash and traffic data required an assumption: that the observed traffic conditions during éata collection period represented the prevail- ing tratfic conditions at the crash time and location. Because of ‘these limitations, the findings ofthe study may be used to compare the crash and traffic characteristics on the Atchafalaya Basin Baidge only. An interesting finding in the study was thatthe &® values showed ‘that multiple regression models were capable of explaining only about ‘505% ofthe vacation in the rash rates, In fact, the R ofthe si regression models ware even less than 12%, in general, Such tow values were atibuted to the limitations of the study "The relationship between crash rates and the genera traffic char- acteristies was not surprising. The variance in mean eruck speed, Glifference between track and car mean speeds, and lane eccupancy were positively correlated with the crash races, These findings are intuitive, ecause less uniformity in waffie low and higher imeraction between vehicles are both factors well knovn co induce conflicts, With the available data and the methods utilized, however, no con- clusion could be drawn on the relationship between truck volume and crash rates, ‘Overal, the results suggest that prohibiting ruck from traveling fa the left lane and setting a tuck speed limit at 5S mph and a car speed limit at 60 mph may offer traf safety benefits ona four-lane elevated rural freeway, Furthermore, this relationship appears to be independent of traffic characteristics such as ane occupancy, speed variance, difference between car and ruck houely mean speeds, truck percentage, and truck volume, ‘The analyses presented in this study can be further expanded by including variables in the regression equation that indicate day and night and the alcoho! tevet of the drivers) involved in erases. This may heip to explain whether crashes at nighttime (8 p.m.t0 6am.) were dive ta the high rate af noncompliance with he policies (10) or rather reasons such as drunk drivers, Also, continuous collection of lfc and erash data onthe bridge may eliminate the need to make assumptions in future investigations and therefore help to improve the accuracy of future resuts. REFERENCES 1. Harwood, D-W..1B. Pots, DA. Tosbie and W. D. Gur, CTASSP Sywatess of Safety Price, 3: Highway/Heawy Vehicle ferseton, “Transporation Research Board ofthe Nationa! Academies, Washington Bc, 2008 2 Hanscom. F.R. Operational ETerveness of Truck Lane Reston’ {in Transporation Research Record 1281, TRB, National Rese Council, Washington, DC, 1990, pp. 119-126, Stokes, RW. and W. R- MeCssland. Track Operstons and Regula tions on Urban Freeways in Texas. Pé Journal. Val 36. No 2, 1936 pp. 17 4, Zavoina,M.C..T. Urbanik and W, Hinshaw. Opertinal Evaluation of Trove Resritons on (20 in Texas [a Traniportavion Research Record 1520. TRB, National Reseach Council, Washington, DC. 1991 poet 5. Kuhn, B.T., G.D. Goodin, and D.Jaseh, Managed Lanes, Texas Transporation Insitute, Texas A&M University Collage Staton. 2002, 6. Heck L.A, and I. U.Peek. Simulation Analysis of Trafic Flow Ele smonts for Besrcted Truck Lanes om Interstate Highs i Virginie Report FHWAVVTRC99-Ri. Virgina Transporation Research Cone Chacteuesvie, 1999 7. Gan, A., and 5. Jo. Operational Performance Models jor Freeway Truck-Lane Resirictiom. Projet No. BD.018.01. Lekman Centr for Transporation Research, Department of Civil and Environmental Engineering Florida foerationsl University, Mist, 2003, 8. Zeits,R Low-Coet Solutions Viel! Big Savings. Publi Roady Vol. 67 No.3, 2008, 9, Kipling. &. RP, Waller, RC. Peck, R. Peter, T.R. Newman, KCL Slack and K. K Hardy. NCHRP Report Sb: Guidance for Imp mmetiation ofthe AASHTO Sirategic Highway Sofety Plan. Volare 13 A Guide for Reducing Colson involving Hes Trask, Transpo tion Research Board of the National Avitemies, Washington. DC 2004) 10, Lor DD. Middleton, and J, Whitacre, Does Separsting Trucks from Other Tratie Improve Overall Safety? In Transporation Record: Journal of the Transportation Research Board,“Transpomaton Research Board of the Nasional Academies, Weshington, DIC. 2008, pp. (56-66 ‘Mugaruls, Ny oad RN. Mussa, Evaluation of Tuck Operating Char teristics on aRoral Interstate Freaway with Median Lane Tuck Restri thon. In Transportation Research Record: Journal ofthe Transporiaion Research Board. No. 1856, Transportation Research Board ofthe National ‘cacemies, Washington, BC. 2003, 9p. 54-61 Cate: MLA. Chattenen and V, Kisokoao. An Evaluation ofthe Impact 0} Lane Use Restrictions for Large Trucks along [#40 Near Knowle Final Repost TNRES 209/CUT 256. Tennessee Deparment of Trans portion, Nashville, 2008 ‘Agent. KR. and )G. Pigman.Preszigation of he Impact of Large Trucks on Inerstate Highway Safer. Kentocky Transporation Cabinet, Lexington, 2002 Are Truck Lane Restrictions the Answer? Opinions May Vary. Texas Transportatin Researcher. Vol, 38, No , 2002. p10 Borchaat DTT Evalats Lane Resinctions or Hovston Demonstration Project Texas Transporation Receareher, Vol 38, No.1, 2002. 9, Coe M. A-and'T Liban Anotner View of Truck Lane Reston. In Tranoporttion Research Record: Jownal of the Transporation Reiearch Board, No. 1867, Transporation Research Board of the Notional Academies, Washington, DC 2008, pp. 19-28 Mannerig F-L..J.(. Koene, and. Arauco. Truck Resricson Eval nation: The Buges Sound Experience. Final Report Washington Site “Teansportion Commission in Cooperation with US. Deparment of Transporttion, Augast 1993 18, Fontaine, M.D, C.. Bhasisiat, and LE: Doagal. Safety Impact oF Track Lave Restctions on Mulilane Preeways. In Transportation Research Record: Journal ofthe Transportation Research Board [No, 2096, Transporation Reseach Board ofthe National aes, Washington, D.C., 2009, op. 25-32 10. Liv QuandN. J Garber Ienning the Impact of Truck Lane Rest tion Strategies on Traffic Flow and Safes Using Sorudaion. Report UWACTS-L4-5-103. US, Department of Transporation January 2007. 20, Garber, Nu 3-5. Mile. B. Yuan, and X. Sun Soety Enoes of Difecer I Speed Limits on Rural Inverse Highways. in Transporation Research Record: Joumal of the Transportation Research Board. No. 1830, Transportation Research Bose of he National Academies, Wask ington, DC. 2003, pp. 56-62. 21, Sun, X, B Huang, 5. Ishak and. Welson, Estimating he Say pact ‘of Differential Speed Limit and Truck Lane Restriction on Intestve {0 through Atchafaloys Basin Loaisiana Jou of Tronsporation fey ‘and Security, Vol 1, No.3, 2008. pp. 169-180, 22. QLY.S. shat, B, Wolshon,C. Alessandr and X. Sun Effect of Truk ane Reston and Differential Speed Linton Traffic Characteristics ‘of Four Lane Rural Freewaye,Peeseoted a ith Annual Meeting of the “Transporation Research Board, Washingion DC. 2008 23, Highway Capacity Manual, TRB, National Research Cou, Washing tom, Di, 2000 The Truck ard Bus Solty Corvtes pear vonawed his per | |Condition of Trucks and Truck Crash Involvement Evidence from the Large Truck Crash Causation Study Daniel Blower, Paul E. Green, and Anne Matteson “This study, using the Large Track Crash Causation Study (LTCCS), ‘examined the relationship betsteen the mechanical condition of heavy tracks and crash involvement. Two specific hypotheses were tested First, trucks with defects and out-ofsersiee (OOS) conditions were st Aistically morelikely to bela the role of precipitating crash than trucks ‘with no defects or OOS conditions. Second, defects in specitic systems, such as the brake system, were associated with ecash roles in which ‘those systems were primary mechanisms for avoiding te rash and phys teal mechanisms that lnk the vehicle defect with the ecash roe. Post ‘rash inspections showed thatthe condition ofthe trucks in the LTCC ‘was poor. Almost 55% ofthe vehicles had one or more meckanieal vo- lations. Almost 30% had at least one OOS condition. OF mechanical y fem, violations in the brake system (36% of all) andthe lighting system (19%) were the most frequent, Both driver and vehicle factors were found to conteibute fo crashes. A brake OOS condition increased the ‘odds oF the truck's being assigned the ert reason (a variable identity {ng the preiptatng vebice) by 18times. Both hours of service violations ‘and log.00S violations increased the odds by a larger amount —20 and 2.2 times respectively. En rear-end and crus-paths crashes, brake vila- tions especially violations relate to adjustment, increased the odds ofthe tick’ being the striking vehicle by Limes, ‘Tas study examines the relationship of heavy-iruck mechanical condition nd erash involvement using the Large Truck Crash Cau- sation Seudy (LTCCS) data. Much recent attention in safety analysis nas focused on the driver's role in traffic crashes. The results ofthe LTCCS to date have certainly contnibated to this. The frst report from the Federal Motor Carver Safety Administration (FMCSA) to the U.S. Congress on the initial results ofthe LTCCS highlighted the result that 874 of crash involvements inthe LITCCS were eelated to driver ‘error, with all vehicle and environmental factors accounting forthe remaining 13% (1). However, the LICCS presents an opportunity toexamine in more etal than was previously possible the relationship of vehicle con dition eo crash involvement, which is the objective ofthis paper. while also accounting for driver factors. Roadside inspections have consiscetly shown high rates of out-of-service (00S) conditions and mechanical defects in medium and heavy trucks, yet the crash Trvsonanon Restart ata, Unweroty of Mihgar, 2501 Bac cd, Aon ‘ter, MAB10B.2150, Caresprdig euthar: 0. Stower,eblower@umich ed Transportesan Ressarch Racor dour ofthe Transpoeston Research Boars WoL 2184, Trrapertton Peserth Bose! te ator Acadares, Washngton, DC, 2010, ps 21-28 oo: 1o.nev21g03 a dato available do not reflect this. But the LTCCS date include more detail on the condition of the truck and compliance with Federal Motor Carrer Safety Regulations (FMCSRs) from an extensive post- crash inspection of the tricks sampled for the stay’. These data pro- vide the opportunity to study how a truck's mechanical condition fects the tnuck's involvement in traffic crashes. PREVIOUS STUDIES ‘The literature on the contribution of the mechanical condition of trucks involved in traffic crashes isnot extensive, Driver factors are much more fequenly studied. As Haight etal. described in Review of Methods for Studying PresCrash Factors, the focus on driver fatoes is understandable since drivers are actuslly at che controls leading tp tothe crash and can take action to avoid the crash (2). Outright catastrophic failures in vehicles are rare, as are failures in aspects of the environment, such a the road system (2), “Massie and Campbell reviewed national crash databases anc found very low rates of reported mechanical defects, typically forlessthan 146 of trucks (3), Fatal crashes tend to get more-careful investigation, but even for thom, brake defects are recorded for only 2% or 3% of eases, Randhawa etal. (4) reviewed 3,600 selected police repos from six states to determine the incidence with which mechanical factors are cited. Brakes were most often cited, in only 1.7% of involvements, Brakes were flloveed by tires, wheels, coupling, and load sceurement, all at about 0.4%. Clinical approaches tend t find higher rates of vehicle defects Such an approach was used in a study of truck mechanical condition in tuck etastes in Quebec (5, 6). Crashes were studied by a team of three mechanical engineers tained in accident investigation ‘They evaluated each crash and classified it according tothe role of ‘mechanical detects. About 11% of te trucks had no defecis, 49.2% had minor defects, and 39.5% had serious defects. Tae most common problems found were defects in the brake system. These were deemed the cause of the crash most often, accounting for 16% ofthe crashes caused by mechanical defects. The brake system was followed by tires (12%). Elvi used inspection and crash data from Norway toevaluate the effectiveness of vehicle inspections in reducing truck crash rates (7) Elvicestimated that eliminating inspections would resultinanivcrease inthe crash rate of 5% to 10%, Saccomanno et a used roadside inspection data to identify high-risk carriers, Le, those witha high risk of rash involvement (8). They found thatthe roadside inspection results were associated with the carrier's crash rate, especially for those crashes in which mechanical factors were cited Jones and Stein used a case-control study design to examine the relationship between mechanical condition and trac semitailercrash involvement (9), Both cases and controls were subject 10 a vehicle inspection, though the inspection was not a compiete Com mercial Vehicle Safety Alliance (CVSA) Level | inspection. Com= paring the mechanical condition ofthe cave vehicles withthe controls showed tht erash-involved trucks had a higher incidence of mechan- ieal defects and were more likely to have atleast one OOS condi tion, Brake defects and stering defects were associated significantly wit increased crash risk ‘One of the present authors attempted 0 draw # more dizect link between mechanical defects and specific crash types, using crash data from Michigan's Fatal Accident Complaint Team (FACT) (0) "The FACT program was in some respects a forerunner of FMCSA's LTCCS project. The FACT program included all medium and heavy trucks involved ina fatal crash in Michigan, and collected a detailed description of the events of the ceash, similar co that used in the LTCCS, and a complete Level 1 truck inspection of each truck. The study showed zhat brake violations were significantly associated ‘with rear-end crashes in which the truck was the striking vehicle. To test if the association of brake defects with rear-end crashes was merely a marker for poorly maintained tucks in general. each mechanical system (lights, suspension seering, and so™on) was tested for association with the crash type. No other vehicte system was ignficantly associated withthe rear-end crash type. except for the lighting system, where rea light violations were associated with reat end crashes in which the truck was the struck vehicle, The asso- ciation was particularly ttong for violations on the rear ofthe truck. ‘This finding suggests that conspicuity plays a role in rear-end crashes sn which the track is struck. Knipling used the LTCCS as cross-classfied by the number of vehicles involved (single versus mulkiple)and tbe vehicle assigned the critical reason (variable identifying truck versus other vehi cle) to illuminate the different causal profiles of the crash cate gories. Vehicie failures were overrepresented in single-vehicle rashes, a5 captured in the LTCCS eritical reason (CR) variable. “The truck inspection data were not used directly inthe analysis (1) ‘Scapatz compated the posterash inspection results in the LTCCS ‘with prior inspection results forthe diver, forthe subset of LTCCS involvements (approximately one-third) in which 2 prior roadside inspection for each driver was found, Scopstz found tht prior driver violations were moderately associated with violations in the post ‘rash inspections, The mean numberof vehicle violations was higher for noncontriburing drivers than for contributing deivers, for both posterash inspections and prio roadside inspections (12). Data ‘The date used in this project come from the LTCCS, conducted by the FMCSA and the National Highway Traffic Safety Admin. istration (NHTSA) (J). The LTCCS was a 3-year project to collect ‘etailed information onthe crashes of medium and heavy trucks (2 14), Researchers sampled crashes involving 2 serious injury and at least one uuck with a gross vehicle weight rang of 10.001 Ib or more. AA serious injury was defined as ether a fatality, an A-injury, or @ Bainjury ‘A key clement of the LYCCS design was the depth with which crash events were captured, The study used a set of data elements based on the General Estimates Systems (GES) and Crashworthi- ress Data System (CDS) databases that captured eveats from immediately before the initiation ofthe crash sequence until the vehicles involved were stabilized, In addition, researchers provided lvtucers Ruenarch Howard S24 a detiled narative of crash events and conditions for each vehicle land a summary ofthe erash as a whole, Each crash was also docu rented by @ detailed scene diagram and a series of photographs of each vehicle and the crash scene. Finally, each truck was subject to 2 North American Standard (NAS) Level | inspection by a state tuck inspector. typically cet- fied by the CVSA. The proiccol for the NAS Level | inspection was developed by the CVSA and has been adopted throughout North ‘America. The Level 1 inspection determines compliance with the FMCSR governing vehicle standards and certain driver and company standards. The vehicle standards cover all mechanical systems. The driver standards include hours of service, licensing and cecifica- tion requirements, and compliance with waffic laws. The items relating to carriers include (a) compliance with registration and insurance requirements and (2) veticle marking. Certain violations rust be corrected before the vehicle can be driven. These volatons are called "OOS conditions. Inspectors identified a ota of 194 different p ‘of PMCSRs on the inspected trucks. For analytical purposes in the present stady, the violations were aggregated inio more general ‘categories. At one level, the violations were categorized by driver, ‘vehicle, carrier andother areas. Atamore detailed evel the violations were elassited into different subcategories within the more general categories and specific systems, Only violations that existed before the crash are included inthe analysis. Crashes were investigated for the LTCCS from 2001 through ‘2003. There are 963 crashes represented in the snidy phase data with 1,123 tucks. Inspections were performeel on 1,001 of the tucks, 89.1% of the tonal of 1,123 trucks. ‘The case weights are not used in the present study because of a concern that the sample, when weighted, is not nationally rep resentative. Comparisons between national estimates of certain crash types were made using the LTCCS on the one hand and the Trucks Involved in Fatal Accidents (THPA) and GES files on the other hand (/5. 16). Both TFA and GES are well-established, long-term files. The TIFA file isa census of all sucks involved in fatal accident. The GES file isa nationally representative file of police-reported crashes compiled on a continuing basis for almost 30 years, The proportion of single-vebicle crash involvements in LTCCS is about twice the proportion in TIFA. in GES, and inthe ‘combination of TIPA and GES covering the same crash population (fatal, A- of B-injury) as covered by the LTCCS. Similarly, the estinated national population of rollovers in LTCCS is about vice ‘chat from the TIFA and GES files. Given questions about the rational epresentaivenessofthe LTCCS data, it was decided to use the LTCCS as a sample of high-quality crash investigations. The authors donot believe the sample isbiased with cespect to crashes related to the mechanical condition ofthe teuek. The associations found are valid for the serious tuck ecashes represented in the LTCCS, but no estimate of national popalation totals is mode. ish violations METHOD ‘The goal was to determine if there isa statistical association beret the mechanical condition of trucks and crash involvement, To specific hypotheses were tested The frst hypothesis is tha trucks with defects and OOS conditions are statistically more likely to be in the cole of precipitating a crash ‘han cucks with no defects or OOS conditions.Blow, neem, and Mose Crashes are partitioned by the CR variable nthe LTCCS. The CR ‘variable records the specitic drive, vehicle, or envionmental reason for the event precipitating the crash. Only one vehicle in erash is assigned a critical reason, so the variable is used to broadly elassify vehicles by whethee they initiated the crash or not. Irruck mechanical condition contributes to crash risk, inspection violations and OOS ‘conditions should be found more frequectly in trucks thatprecipitated crashes than in trucks that did not. ‘The secondhypothesisis that defects in specific systems, such asthe brake system, ae associated with crash roles in which those systems are primary in crash avoidance and that a physical mechanism links the vehicle defect with the erash role This approach more ditecty connects the mechanical condition ofthe vehicle tothe evens ofthe crash. The mechanical systems ofthe truck affect the performance and behavior ofthe vehiie in different ways. The brake system is responsible for slowing and stopping the vehicle, The steering system is used to maintain directional control Brakes are critical to stopping the vehicle, so the braking system would affect crash roles in which stopping or slowing isthe primary means of avoiding the crash. In other crash roles, for example, where the truck is already stopped, brakes are not important. This second approach proceeds by identifying crash types and crash roles that implicate @ particular mechenical system and testing whether the hypothesized association is consistent with the data, This method provides the strongest evidence that mechanical condition of trucks contributes to crash risk. A statistical model can show a reliable association between a vehicle condition or factor and a crash, but the physical mechanist provides the underlying explanation forthe assouation. ‘The track inspection results are the primary data used, along with the detailed description of the rash events. The overall approach iste lence inthe population of interest with a contol group. defined within the crash data, Initially this is done in a series two-way comparisons, comparing the incidence of specific defects in rash types in which they would be expected to play a role with sash types in which they would not he expected to play arole. Then of logistic regression models are developed, to model the statistical association, The statistical models allow several factors to be considered atone, to contol for potemilly confounding factors. This is important because the mechanical defeets do not exist in isolation from other aspects of the truck's operations. Poor mechan jal conditions related to crash events may merely reflect poor and risky overall operation, including negligent or unqualified drivers and shoddy overall condition ofthe vehicles. To the extent possible, fan attempt was made to control for such factors RESULTS Inspection cesults are available for 1,001 of the 1,123 medium and heavy trucks in the LTCCS crash file, which is about 89.1% of al the trucks, Table | shows counts of violations and OOS conditions. Teach case, the percentages in te tables are of the 1,001 trucks that ‘were inspected, Table 1 shows that 354 emcks were found with 2 precrash OOS condition on any inspection item, which is 35.4% of the [,001 tucks inspected. A total o7 661 of che tucks ad one or more violations on atleast one inspection item. ‘More than 2 third of the tucks involved in an LTCC crash would have been placed out of service nad they been inspected before the crash, Almost two-thirds of the trucks had one oF more violations ‘of the vehicle, carver, or driver regulations. Overall, 11.7% of the TABLE 1 Aggregate Inspection Rasulte for Drivers, Garvie, and Vehicles 00s Vicaions w % Inspection hem ‘Any mnpectontem aS 38466 Driver elated Wy u7 3s Carver eelaed o x Yebite ened 21 550 Driver Related Catenory “Moving violations m 15 Daiver tog a 169 Driver qualifications noe ours of evi re) Deir licens Wo wo Driver, genera 0 09 tor Drive. any iter uy te Meciaiisl Sree ee Brake system Tra 362362 Ligh 44 Ba Tspection, malmenance == «22-2287 187 Ties 40400 ot Cab, oguipmant 303 BB Low secure 3% 35 50 Suspension 3% 26 a Exhaust tem oop 28 Wheels 9 00 6 26 Windshic windows 2 02% 26 Stoning system Nooo mt Frame 6 06 20 Foal ysem eee ar eee tat ee ‘aller coupling 7 07 BAR tetra system © 09 19 Resrimpactpmecien «904 Vehicle, any item ee drivers had violations severe enough to be placed out of service, and ‘over a tied ofthe LTCCS truck drivers had one or more violations ‘of an FMCSR, Regardiog vebicle-related inspection items, almost 303% had one or more OOS conditions, and almost $5% had at least ‘one violation Moving violations, chats, traffic violations relate te eras are the mos frequent category of driver violations, although log violations ace the most common OOS condition. Log violations include false report, no record of duty status, or failure to keep the record of duty status cureat, Violations of ériver qualification requirements —oten ‘lack of medical certification ofan expired certification—were the next most common set of driver violations, with about 6.2% of the rivers, Fewer than 4% of the drivers had hours of service (HOS) violations ‘The most numerous violations recorded were forthe mechanical condition of the tuck. The brake system accounts forthe fighest percentages of both OOS vehicle conditions and vehicle violations. Light system items (head lamps, marker and identification lights,TABLE 2 Truck Brake Adjustment, LTCCS (1) Adjusiment Stas Trucks Percent All brakes within adjustment iis sO One ormore brakes OOA, buenos OOS 154 186 “Trock OS dv to brake adjustment 12 196 Tout 6 1000 Nore: OOA = or af adjustment. tail lamps, and so on) are the second most numerous in terms of both OOS conditions and violations, but have signtieantly lower percentages than the brake system fer both OOS conditions and Violations "The LTCCS crash data files include brake adjustment measure sents foreach brake, These data were used to determine the state of “adjustment for each brake and to characterize th overall state ofthe truck's brake adjustment. CVSA guidelines were used to determine the ‘cake adjustment status for each inspected truck, Of the 826 LTCCS trucks for which there were sufficient data to determine the status of brake adjustment, oly 510 or 61.7% had all brakes within the appropriate adjustment limits. Almost 20% of the tucks hed one oF tore brakes out of adjustment although not enough to put the vehi- le out of service, Almost 20% of the trucks bad enough brakes out ff aojustment or inoperable to qualify as OOS because of brake adjustment alone (Table 2) Crash Role Defined by Critical Reason Io this section, a binary variable CR is defined, derived from the LTOCS entical eason field, coded as Oif the vehicle is not assigned the eiical reason, and coded as |i the vehicle is assigned the critical reason. CR serves as a high-level identification ofthe driver~vehicle that primarily contributed to tbe crash “Table 3 shows the setof vehicle, driver. and cartier factors covered, in the vehicle inspection, aloag witha number of additional factors of interest. Each factor is examined separately for association with the assignment of CR. The column labeled “cases with factor” shows the number of trucks with the specific violation, For example, 22 ofthe inspected trucks had a precrash OOS condition categorized as related tothe carrier. There was a driverrelated OOS condition in 117 inspections, and s0 on, The next t¥0 columns show the percent- ages of trucks withthe condition that were assigned the CR in the Crash and the percentage of trucks without the factor that were assigned the CR. The last columa shows the p-value ofa Z-test of the difference between the two percentages, Values fess than 05 are considered statistically signiicant The top ofthe table displays the results for conditions that cause a vehicle or driver to be placed out of service. The bottom of the table shows three factors peesent in the crash, although not par of the inspection, Daylight and surface conditions both capture important factors i the environment that may be associated with CR or iter- set with specific inspection results, Daylight is developed from the LTCCS field for light conditions aggregated into daylight and all ‘other light conditions (chiefly dark, unlighted). Surtace is derived from the coad surface fed and is categorized as dry or as all other conditions (chiefly wet). Load reflects cargo load, represented as the peteentage of cargo capacity occupied by the cargo, and is split betsveen trucks with less than 50% of capacity and those with more spurs TABLE 8 Association of Vehicle Inspection Resuts ‘and Other Fectore with Assignment of Critical Reason Cases eR Win BERGiven Without Z-Testof (Out of Servien Measures ‘any 008 364 a Wo OOF Come 008 2 36 09024 Driver 005, ur 01 we court Mechanical OOS 291 ssa 4 008 Hos 008 8 556 silat tog 00s e n30 wr 000" Brake 008 162 60 ss 000" fadjssment Brates 00S am 96 uOe ‘xb 008 3 st 0889 Couping 008 7 sli 07 Frame 008 6 moult 005 7 sid 00s Loadsecurement 38 sion (008 Lights 008 “ sa ass tering 60S ue m7 sos Suspemsion OOS 26 339 os Tis 005 a0 ooo ors Wrrels 008 ° 667 oss Windshield OOS 00 ost Vioations Any violation GBI 358 wi change ramps are potential hot spos for PMs. Laden el. (7) also provided insight ino mortality patems that were associated with job- specific exposes inthe tucking industry, Ia this ceailed assessment fof specie job categories, an excess of mortality due to lung cancer and ischemic heart disease was noted particulary among commercial truck drivers ‘The OSHA PEL for CO averaged over an 8-htime periods $0 parts, per million (ppm (8). The sum of nitrogen oxide (NO) anid NOs is the NO, concentration. By far, the dominant nitrogen compound fomyed during combustion in spark oF compression ignition engines {s NO. Also in ambientai, free NO can subsequently oxidize NO, For gases burned at flame temperature, however, chemical equilit- ‘um considerations indicate that NO-NO ratios aze negligibly small. ‘While experimental data show this true for spark-igniion engines, in diesel orcompression-ignition engines, the NO; concentration can bbe 109; to 30% of the total exhaust NO emissions (/9), Though no ‘occupstional standard exists for NOx, occupational exposures for NO and NO, are 25 ppm and 5 ppm (ceiling), respectively. Currently no ‘established eccupational exposure limit exists for PMs so the EPA NAAQS for PMz, wil be used for comparison purposes (20). [trust ‘he noted that NAAQSs are outside ait-monitoring standatds, set 10 protect general public health including the health of sensitive popu- Tations such as asthmatics, children, andthe eldery, and averaging times are usually different from typical occupational or workplace averaging times. In closure the NAAQS for CO and NO. re 38 ppm and 0.083 ppm, respectively OBJECTIVE “The purpose ofthis study was to conduct baseline tests using stan- dardized procedutes that can be teproduced in future years ¢o determine how (new) truck designs may have impeaved the in-cab conditions for drivers. To accomplish the objective, noise evel, ‘whole-body vibration from the driver seat, and air quality were determined inside the eab of HDDVs while they were packed with the engine idling ac atuck-stop eest area and du diving episodes. EXPERIMENTAL METHOD Testing The parked- idling and on-road tests for each truck were conducted over the course of a2-day perio. On the first day of testing, a truck ‘was attached toa utility trailer, driven to 2 commercial travel center, ‘and then parked in the rest area reserved for exiended or overnight ‘auck parking, Each crck was tested at che same travel center, which was located spproximately Sm west of the city Kits of Knoxville, ‘Tennessee, and about | mi north of federal Interstate 40. On the see- ‘ond day of esting, the wuck with wailer was driven over apresceibed route, The driving course included a mixture of verstate and eural highway travel. The round trip sas approximately 160 mi. ot which, 75 mi were Interstate travel (I-40) over rolling hills and moderately steep terain, 50 mi were rural highway travel (US-27 and TN-68) ‘over rolling hills, and 35 mi were Interstate travel (1-75) over ela- tively flat terrain. For brevity, the US.27 and TN-68 route will just be called “US-27." Each track hauled S3-ft,flly enclosed, utility eailer that was pre Foaded with approximately 30,000 Ib of palleized topsoil. The same trailer was used for allroad tests, rotal of 27 trucks were tested: rmodel years were between 2002 and 2008, Four truck manufacturers ‘were repcesented in the study: Freightliner, International, Kenworth, and Volvo, Ail tucks had conventional engine-ahead-of-cab design with dniver-sleeping berths that are used for long-haul highway driv- fing. The majority of tucks had National seats: several trucks iad EzyRRider™ seas, No trucks had a closed crankcase ventilation syS- tem. All tucks were ested as eceived of 2 rented, no tucks were subjected to any special maintenance procedures, and all used locally available standard diesel fuel. Truck model information is included in Table 2. During the parked-idling test, ai sampling occurred according to several predetermined modes of truck engine and in-ca HVAC ‘operation 1. Engine off-inside air. The truck engine was off ll windows ‘were closed, This condition allowed forthe determination ofthe in- cab air quality while the engine and HVAC systems were both in aff mode, 2, Engine oo-revisculation ie. The truck engine was on with the idling speed adjusted via the cruise control inthe range of 900 to 1,000 revolutions per minute (gpm): all windows were closed, The HVAC system was on recirculation mode. In some ck models. this would be the "Max A/C” setting. However, most new model \ehicles have arecirculation burton on the climate control panel thatse TABLE 2 —Test Truck Model Information * Tranngortauu Aesearen Hecurd 218 = Mec Engi Engine Nitatscuer VIN YES tage in) _Fagne Make at ES00epm —_Diicement Engine Fil Nae Fgnine TRUASCRSAL VSS mo —~—~CRASS Cm = gaL_SDOXIGOELY Erighlines §— Fuascroecvsse30 2068862 etm a Ick Sbbatiigozty fegmie: —(Ruyaccesacvinas 3m” agit at Ee Hat SDoxmgoELy emis uAccrticaons anor aad ert a eal sbxHlgonLy feline = rwascksitiasoss ato? raase eto 2a tel DDNHLAOELY feline — truiascorcacsit: or, Beto = Heat sbowautgonLY Fewer muasckorousssso oor aha a tie Soparugorty Eebuimee InUaseksrLvaoae ont tee Et Hat epoxHIggELy Febuine tewWaackoruirsoet door saat = Hal eDDKHNIgOELY menaced! 2HSCNSCETIC3SON 2007329706 Carpe a4 132 cPKHINZREBK (heaton Guschsangreancast tor yoast Cais 3 SCERHONID XAT tneretoeal ZHSCNSGRSTCS3¢009 3m? Tense apne EA scrim cok thewioel Ziscnscxsresssew 2a? 181338 Caer st ScoxHnas EBK tmestond — ZHSCNSCRITES39099 200713805 Cargllur a ScRHo3EBK themonl HSCWAPRouCose4 tor Tantus 3 Seextog a AL Kenwoch—IXKADBSXETRIGOH 2007325870 Cater ast ocexnon2s.cex Sworn kADBoASTRIoesz tor ors Cap 354 conus Eek Kemoch IXKADBOXeTRID0@=S 7 onaosauplar 3H scrxonze Ea Kemoch —EXKabeDxaTRIOO@S a) TTSSS aula 3 cox tak Keech IXKADBSEITRIBE 07 2leal?——Catullar ScrxHoos EK Keon IXKADBDTRIoo@eT wo? 3930 Cagle 3 ccoxnoas ERK vor svaNcocHeTNyss838 2007319789 Vuho “7 oovrxis2 1508 vote Gvineoriemuctser 307367900 Cummins 3 conten toh Sncsctoreom om mast Veh se core von Wincocuoaass; Suu Lbs Yoho a ovis vine Wincoowoanion babs HS3m Valo in vin toe Wincoowoanior dees 3H Vao af ovis dedicates the HVAC system to recirculation of the inside air. The HVAC dash fan switch nd the sleeping-berth fan switch were both seta the medium speed setings. 5, Engine on-Lresh at, The truck engine was on and set to idle between 900 and 1,000 rpm; all windows were closed. The HVAC system sas on, This setting typically allows the (fresh) outside air to be brought into the cab ofthe tuck. The dash fan switch and the sleeping-berth fan switeh were both a! the medium seings. “4. Engine on-fan off. The truck engine was on and set oidle a between 900 and I,000 pm: ll windows were closed. However, the HVAC system and both (dash and sleeper) tans were off. This con- dition allowed for the determination of the in-cab air quality while only the engine idled 5. Engine off-outside ir. The truck engine was off; all windows were open. This permitted ouside to ener the truck, and background ambient air concentrations could be established to determine if 2 relationship existed between outside and inside ai. Daring the on-road test, the ventilation systema was always in Fresh Air mode, and both dash snd sleeper-berth fan switches were se 0 the medium settings, Ouse air was not sampled during the on-road ‘est. Additionally, the temperature or climate control seting during all HVAC system operations was adjusted by the occupanis at thee is- ‘cretion 6 maintain the cabin temperature inthe comfort region, which was usually between 70°F and 80°F. It should be aoted that depend- Jing on the truck HVAC configuration, the fresh air or recirculation ‘mode might not use 100% outside air oF 100% internal air recircu- lation, Actually it may involve a mix of both inside and outside air to prevent the buildup of fumes or odors and ¢o prevent oxygen depletion inside the cab. Sampling Equipment. Noise Level [Noise data were collected using a Citrus Research 720B sound level meter, which is an integrating, averaging sound level meter, The (CR7208 makes three sets of measurements known as “Integrators: 1, 2, and -3” Integrator provides measurements required by OSHA regulations. Integrator-? is configured for the OSHA hearing conservation program. Intogetor-} is configured to give L, measure iments, For the eurrent peojet, only Integrator-I and Integrator 3 were selected. The erterion level (CL) isthe normalized 8-h aver~ age weighted sound level that coresponds tothe maximum permit ted dally exposure. The CL for Integrator-I was 90 dB. and the CL forthe Integrator-3 was 85 4B, For Integrato-1, 80 dB was used as 1 theeshold in calculating the average weighted sound level. This ‘means that sound levels below the threshold are excluded from sll averaging for Imegrator-1. Integratar-3 does not use a threshold value. The highest value reached by the sound pressure at any instant during a measurement period is called the “peak valus”; itis tused with the C-frequency weighting (BC). The Lyin ad Lym 22 the minimum and maximum recorded sound levels, respectively bot use the A-frequeney weighting Whole-Bady Vibration Several PCB Piezotronic transducer accelerometer pads, Mode! 356840, were used to measure WBV from the driver and passenger seats. Oa the driver seat, one pad was installed on exch of the backsupport and the rump or cushion area of the seat. On the passenger sea, only a single pad was installed on the cushion atea of the seat Eight Piczouronic acecleromesers, Model 370D1FD20GA, were also used to measure vibration from the cab and truck body frame. Date from the driver back pad, passenger seat cushion, and the eight exer nal sensors, however, wll notbe discussed inthis report Two inst ‘ment systems were used to acquire and analyze the vibration data: & Larson Davis, human vibration meter (HVM), Model 100: and & Dewetron (DEWE), data acquisition system, Model 5000. The HVM. system coliected data from the driver seat (cushion only. The DEWE system collected data trom the seats and other sensors located on the auck frame and body ofthe cab. Occasionally the base RMS method 's insufficient forevaluating WBV. In these situations ISO guidelines recommend other computational methods. Inthe present report, only ata that were collected from the driver seat pad Via the HVM system, will be discussed using the basic RMS methed of analysis. Data col lected using the DEWE system and other computational methods wil be discussed in later repos. Air Quality The in-cab air quality was determined by measuring mass concentea- tions of CO, NOx, and PMas. A Thermo Electron, Model 48C ana. Iyzer, which employs infrared asorption asthe detection principle, was used t0 measure CO concentration, A Teledyne, Model 200E analyzer. which employs chemiluminescence as te detection princi. ple was used to messure NO and NO: concentrations. This instrument as reports NOx concentration. Probes were connected tothe inp sampling por ofthe analyzers to bring continous airinto the analyz ‘tS daring the parkes-iling test. During the on-road test, SKC low low portable personal sampling purnp, Model 224-PCXR, was used ‘o collect air samples into 16-L.Tedlar bags via the Teflon probe. Te shoul be noted that the bag samples were analyz late a the Lab- oratory for CO and NO concentrations, using the 48C and 2005 Jnstruments previously described ‘Two jnstruments were used for measuring PM, concentrations: «Thermo Electon, Model DataRam (DRam): and a Climet optical Pactcle counter (OPC), Model C1-7300. Both instruments use ight Scattering from particles as the detection principle, The DR also uses acyclonic-type 2.Somicron cut-off separator. The OPC sarnples continuously in six channels ranging from 0.3 microas to greater than 10 microns, Size ranges were 0.3 10 0.5 pm 0.5 t0 0.7 um, 0.7 to LO pm, 1.0.0 5.0 pm, 5.0 10 10,0 um, and >10 ym. Using the counts of the numberof paticles in each size range or channel from, the OPC, the PM mass concentration was alculated by a numerical algorithm that converted particle size number into concentzation less than or equal othe 2.5 microas of xerodynamic diameter associated 33 -» Flow rates forthe DRam and OPC were 2 Limin and 28.3 Limin. respectively. A Teledyne, Modei 700, mass flow calibrator was used with EPA protocol calibration as 10 calibcate the CO and NOx analyzers, No cettifiable standards exist (o calibrate the PM instruments, How. ver, calibration verification was performed on the DRem and OPC, as specitied by manufacturer operating instructions. As an additional check of tie accuracy ofthe DRam and the OPC, several collocation experiments were conducted using a Thermo Electron, Model 14006, tapered element oscillaing microbalance (TEOM) located at the Knox Air Pollution Board's ambient monitoring site in Knoxville, Tennessee, RESULTS AND DISCUSSIOI Noise Level In-cab noise level data were collected and analyzed from only 22 tucks. In general, the measured noise levels were consistently higher during Interstate travel relative to travel on the rural high. way, A sommary ofthe overall average noise levels from all rveks is shown in Table 3, The maximum peak value was 138.8 dBC. and the average minimum and maximum values were 65.3 and 92.5 ABA, respectively. The mean TWA for tntegrator-1(306 dBA) is fower than the value for Inegrator-3 (39.8 dBA). This was because the CL for Integrator-t was higher than the CL for Imegrator-3, and Integrator-1 used a threshold value of 80 dB for caleuiating the average weighted sound level, which means that levels below this threshold were excluded trom averaging for Integrator-1. Even so, noise levels were not abuve the OSHA (90.dBA} and NIOSH (8dB A) standards Whole-Body Vibration Data from the HVM were collected and analyzed from only 23 trucks: In general, the ranges of instantaneous frequency-weighted RMS accelerations measured in the three axes were between 0.1 and 0.6 mu in the w-axis, 0.13 and 0.7 m/s inthe y-axis, and 0.15 and (0.8 as" in the z-oxis, Three events occurred where the instantaneous ‘neeleration exceeded { nv during diving aver rough road conde tions. The TWA equivalent (RMS) accelerations forthe three tans. lational axes of vibration and the sigma (comfort) values frorn the driver seat cushion (only) are listed in Table 4 per roadway. The ‘esuls indicated thax vibeation from the seats were generally below the EU exposure action level: 0.5 rs! for an 8-h driving day. How. ‘ver, the comfort index of the seats, in the majority fell within the TABLE 3 Overall Average Sound Level Recorded During On-Roed Test Int OSHA) Ti-3 QNIOSH) Parameter Pesk(@BC) Lam(QBA) Log (SBA) Ly(ABA) BHTWAGBA) LBA) SHIWAGDAL in m2 613 oe 386 202 737 a Max iss 693 97s na 453 Bs 628 ave Hs. 653 92s 536 306 755 398TABLE 4 Overall Avarage Acceleration end Sigma Values er Poadway Parameter z Rondway (avs) Anis Aki cAxis_(Gomfor) 40 ‘Min 0200210238 Max. 038 037 oa! Ae. 02 © 0s1Ost a ts Min, oat 023025 os Max 034 ods omt ss ave 028 © 032038 aar us27 Min 01902002 Max. 38 gas 0a? Os ave 020s 035 “title uncomfortable” region, vhich is one step removed fiom the best index, which isthe “not uncomforable” region, ‘Air Quality Atr quality data were collected from a total of 27 trucks. Collocation expeciments involving the PM. analyzers demonstrate that a linear equation (R? ~0.91, p<.0001} was the best-fit line between the OPC tnd TEOM data, and 2 two-ievel polynomial or quadratic equation ( ~0.94, p <.0001) was the best-fit ine forthe DRam and TEOM lata, Thus, the actual PM, «ata from the DRam and OPC were cor to TEOM values. The A value between the TEOM-conected (OPC and DRam data was approximately 0.36, which was reasonable (p< 0000). Parkedtidting Test A summary of the overall average I-h concentrations measured dur- ing the parked-idling testis shown in Table for the five Engine HVAC modes of operation, The zero minimum values listed in he ‘able actually reflect the lower detection limit of the analyzers, Inspection of the overall average data suggests innmediately thatthe different modes of truck engine and HVAC operation have a det- Transpenauon Hever Bese 2134 nite influence on the ai quality inside the cab, Highest average CO (585 ppb) and NOx (643 ppb) concentrations occured dating engine on (or idling) and withthe HVAC system in reeitevlation air ode; highest average PMs concentrations (5! gin?’ OPC and 22 yg/in’ DRam) occurred during engine on and with the HVAC system in fresh air mode. For the most part, concentrations ofall Pollutants were iowest when both the tuck engine and HVAC were off. Even when the HVAC system was off and the truck engine was fon the in-cab concentrations were still generally higher than both the inside and outside background concentrations that were mea- sured during the engine off conditions. Overall it appeared that extended parked engine idling at the truck stop rest areas has the potential tobe seli-polluting with respect othe in-cab air quality for the occupants ‘Nonetheless, the in-ceb CO concentrations were low relative tothe OSHA PEL of 50 ppm (0.5 ppb) and should nor pote a health prob- lem forthe occupant of the trucks. The NO, concentrations wete also relatively low, and it was improbable thar the OSHA TWA value of 25 ppm (25,000 ppb) for NO or the 5 pom (5,000 ppb) ceiling for NO, were exceeded since average NOx concentrations were around OS pes (500 ppb) and usualy only between 705 and 80% of the NOx were NO concentration, However. the PMs, concentrations were relatively high fr most ofthe imics that were tested, especially dur- ing the three engine-on conditions. Conceatrations were also moder. ately high outside the tracks. The average PM:; concentrations for several of the engine-on conditions were higher than the EPA NAAQS annual average (15 yg/n) ane the 24- standard (35 usin") most be noted that these EPA stondacds are ambient (outside) ‘monitoring standards requiring 3-year averaging times and were used here because there are no occupational standards for PMs. Both snalyzers also recorded very high maximum PMs concentrations (Overall the PMs; concentrations as measured by the OPC were about 2:5 times larger than the PM 5 values reported hy the DRem forthe sume group of trucks. The correlation coetticient or the R-value between the OPC and the DRamusing the I-haverage PM, data vas approximately 0.81 (p <.0001), On-Road Test ‘A surnmary ofthe 1S-min concentrations is shown in Table 6 forthe three roadways. Review ofthe overall average cata shows that the TABLE 5 Overall Average Concentration for Engine: HVAC Modes of Operation Engine Off Engine Ot Engine On- Engine On Engine Ou Pollutant Punmeter side Air Ouside Air “Fan OT Fresh Ae” Roticulton Air Op») Min 0 ° 26 i 0 Max ors ost asia sor 3287 ave 396 295 Sos 472 Sas NOs 9) Min 0 2 3 15 “4 Max 33 a 6238 asi 7266 Ave 120 19 ‘oat 466 as PM, OPC tune’) Min 4 7 Is 6 Max 2 ul ey % Ase ia a 8 8 PMs, DRam(ughm’> Min 4 4 4 4 Max, 8 8 132 4“ avg 7 B 0 9 adFe, Ccgr Hh, Ba TABLE 6 Overall Average In-Cah Concentrations During Driving Roaiway Potltant Parameter TAO LTS US-2F ere) Min 0 Max 854 ave 281 NO tanh) Min, u Max 18 Ave 40 PM) OPC(mgin”) Min 4 Max Mu Ave 7 PM, DRam mgm’) in 4 4 4 Max. M3 Av6 ROB oR in-cab concentrations were very Low forall measured pollutants, Overall average CO, NOx, and PM, concentrations were around 30 ppb, 80 ppb, and 10 pa/m, respectively. In particular for the ‘gaseous pollutants, the concentrations were somewhat higher dur- ing driving on the Interstates than during driving on the rural high- ‘ways, and the concentrations on I-30 were somewhat higher than concentrations measured on I-75. In general, the PM,. concentrations were relatively lat across all the ticks that were tested, The R-value between the OPC and DRam using the average 15-min PMs data was approximately 0.63 (p< 0001), which was lower than the R-value between the DRam ‘and OPC forthe pari-idling test. The DRam corded several uns ally high PM. concentrations as showa by the maximum values thatthe OPC did not record. At zis juncture, i is strongly Fel hat these high values from the DRam were outliers that were eaused by the vibrating environment ofthe truck. For example, severe jat- ring of the tuck occurred when the wheels encountered disruptions in the surface ofthe roadway. Apparently the PM separator vibted ‘such an extent that most ofthe particles passed though the separa fF, So that ic was unable to cu the size at 2.5 microns, resulting in an overestimation of PMs « CONCLUSIONS Neither che OSHA nor the NIOSH equivalent 8-4 TWA standards were exceeded by any est tuck. Higher noise averages were gener ally observed while the trucks were driven on the federal Imerstace relative to the state highway. It is believed that noise from ties, ‘engine rpm, and wind impacting the cab at higher road speed con. tributed tothe elevated noise levels measured during Interstate travel because there are hizher speed limits on the laerstate ‘The vibrations from the driver seat were generally well below the EU standard for an &-h driving day exposure level, Several isolsted incidents occurred where the exposure limit value was exceeded, but for the most part, these happened while the tucks were diven on Poorer road pavement conditions. Generally. the federal Interstate Foads are maintained ina better condition than most state roel high. ways; however, huge variability exists between roadway maintenance from region to region oven on the Interstate, Overall CO, NOx, and PM:s concentrations were relatively iow inside the cab when both the engine and HVAC were in off modes Highest CO and NOs concentrations occured duting modes of engine fon and HVAC in recitculation; high PMs concentrations occurred during modes of engine on and HVAC in fresh air and modes of engine on and fan off. These results endo demonstrate thatlong-haal tmucks have a tendency to self-pollute the cab during periods of (extended) parked-idiing conditions. tis believed that this problem and the close proximity of many tucks idling a the same tite inthe ‘nuck-stop rest areas create conlions for diesel exhaust t enter the cab via the HVAC system o naturally from air infiltration around window and door seals and from other areas. Measured concentea- fons of CO and NO, forall ofthe engine-HVAC modes of opera tion, nonetheless, were well below the OSHA 8-h TWA and should not pose health problems for divers sleeping in the cabs during rest, periods, However, measured concentrations of PMs, which is ‘novn to cause certain respiratory and health problems, were around the limits set by the EPA Tor the NAAQS for the 24:h and annual averages, These results were in line with those of similar studies that hod measured in-cab concentrations ducing parked-engine-iling ‘oncltions at another truck-sop rest ares and ambient air monitoring slong an foerstate inverchange. During daving on the road, the CO, NOy,and PMs concentrations ‘were relatively low inside the eab, suggesting that there was much less ofachance forthe tracks tobe self-pollutng the cabin area, Howevee the in-cab concentrations were usually higher while diving on the federal Interstates relative to driving on the state highways, even ‘hough the overall concentrations were low. Ths is believed to be because the vehicle densities om the Interstate system are higher, and because the pollutants enter the vebicle via the FIVAG systema. These results suggest thatthe highway eavironment, rather than the truck itself, isthe cause ofthe sir pollution exposure forthe ruck driver while diving, Given this fact, possible i-cab driver exposures may also increase when arucks are driven through dense urban or met politan areas where air pollutants frm high density trafic and other sources inthe ambient air are also at elevated levels ACKNOWLEDGMENTS: This study was funded by the Federal Mocot Carrier Safety Adminis tration for improving heavy-duty diesel truck ergonomties (0 reilce fatigue and improve driver health and performance. The authors thank Marin Walket for suppor aud directions, REFERENCES Hours-of Service of Drivers. 49 CFR, Par 395, Feral Motor Carer Safety Administration. US. Deparment of Transportation, 2007 2, Robinson, G5, J. 0, Casal and 8. Lee Role of Driver Hearing be Commercial Motor Vehicle Operation: an Evaluation ofthe FHWA Hearing Requirement. FEWA Coniract Na, DTFH6I-C-U0t72, fee ff Motor Caries Research and Standards, Washington, Dc, 1997 3, Seshagii,B. Occupaonal Noise Exposure of Opectors nk Heavy “Tracks, American Indusrial Hygiene Acsoctasion Journal. VOl $8 1988, pp. 208-2 4 International Organization fo Standardization. Mecharical Vibration and Shock: Evaluation of Human Exposure 1 Whole Body Vibration Part 1. General Requirement. Ref Document 2631-1, 190, Gener. Switzerland. 1997 5, Enropean Commasson, Directive 20024 ofthe European Parliament and ofthe Cour of 25 Jane 2002 on the Minima Healt and SafeRequirements Regarding the Ecoosur of Workers 10 the Rusk arising fiom Physical Agents Vibration}: Arle 11 of Directive S29/EEC Offsial Journal ofthe Buropean Communities, 2002p. L117, Dupuis. H, and G, Zerlex The Bpecte of Whole Body Vibration New York, Springer-Verlag, 1986 Bongers,P ML, and H.C. Beshuiten. Back Dsonders and Whole-Body Vibration Wore Academsch Procacaif, Universite en Astra, Netherlands, 190, Goffin. J. Handbook of Human Vibration. Aeademie Pres, Landen, 1990, Seidel, 1, Selected Health Risks Caused by Long-Term Whole-Body Vibration: American Journal of Inara! Medicine, Vl. 23,4, 1993, vp. S860, Miyamoto, M, Y, Shit, Y. Nakayara, ¥.Gembun, and K. Kaneda, ‘AnEpideatologc Study of Occupaiona Low Back Pain in Trick Daves Journal of Nippon Medical School, Vol. 67, No, 32000, 186-120. oven, M.. F Rui, . Nogio, F-D'Agostin, G. Angetsi,§. Bianchi, L BramandG. Festa, S. Gat |. Pinto, L. Ronda, ard N. Stachin. An Epidemiologeal Study of Low Back Pain in Professional Daven Journal of Sound and Vibration, Vol. 298, 3,200, 14-539 Diese! Emissions and Lane Cancer: Epidemiology and Quatatve Fist Asesszent Special Repor ofthe inaat's Diesel Epidemisiogy Expert Pane Meal ttecs tsi, Flagship Press Noh Andover Mase, 1999 Heath Assessment Bocamnt for Diesel Engine Exaust Publication No EPAVCOU-S057E, National Center for Environmental Assessment, Ofice of Research and Development, U.S. Environmental Protection Agency, Washington, D.C, 2002 14, Docuswammy, PW Davis. 7L. Miler,N Lam, and. Bubbosh, air ‘Quatey Measurements tnside Diesel Truck Cabs Curing Leng Term, sting. to Transportation esearch Record: Jouria ofthe Transportation Research Board. No. 1587. Transporation Research Boar ofthe Notional ‘Academies, Washingt. D.C, 2008 pp 82-91 18, Davis. M.E, TJ. Sith, F.Laden.J.€ Har, AP. Blchare. . Resse, and E: Garshick: Driver Exposure to Combustion Particles inne US ‘Trucking ladustry Jour oy Occupational and Environmental Hvgiae, Yo. 4,11, 2007, pp 348-854, 16, Miller 7'L..1.3''Fa, B. Hromis, JMB. Storey, and JE. Packs Diesel Truck ling Emissions: Measurements a PMS Het Spat. iy Tranaportation Research Record: Journal of the Transportes Research Board, Na. 2011, Transportation Research Board of the Nationa Academies. Washington,DC. 2007p. 19-56 17, Kaen, FJ. E. Hart TJ Smith ME. Davis ati E Garsick. Cause ‘Specific Morty inthe Unioeized US. Trucking lady. Emvironmen ‘al Health Perspective, Vo. 5, 8, 2007, 9p. 1192-1196 18, Air Contaminants. 28 CER, Pat 910.1000. Occupations! Safty ant Heats Administration. U5, Depart of Labor 2007 19. Heywood J-B-Iertl Combuaron Engine Fundameraas Me Ceaw-Hil New York, 1988, 20, National Primary and Secondary Ambient Air Quality Standard, £0 (CER. Par 30.13, US. Environments Protecton Agency. 200" The Truce ar us SaecyCarmtteepee-eewea ts copeiy Type of Motor Carrier and Driver History in Fatal Bus Crashes Daniel Blower and Paul E, Green ‘The Buses Involved in Fatal Accidents (BIFA) project collects detaited information about buses involved in fatal crashes. The BIFA project is ‘supported by the Federal Motor Carrier Safety Administration, Using ‘IFA data for 1999 t0 2005, this study focuses on factors associated with river errors in fatal bus crashes involving different bus operator types. Fiveditfrent carrier types were identified school, transit nterity chat ter or tour and other: Many factors were associated with driver ereor, Including bus operation type, age, se, hours driving, rip type, method of ‘compensation, and previous driving record A legstcregresion model as used to model the probabil of driver error. Bus operation type, re vious violations, and previous crashes mere siglicant parameters in the ‘model. Prior driver violations and crashes both increase the probability that «driver would have been coded with an errr in the rash. Transit ‘an school bus drivers were the least ikely to have contributed tothe ‘rash, Intercity operations were associated with an increase in the odds by 1.9 mes, with 95% confidence interval from I. 103.2 dimes. Char. ter and other bus operations were astocated with sigaifeantly higher ‘nso driver eror. The ods ratio for charter or tour bus operations Was 1.7 (range of 1.2028), and for other buses it ‘The other actors were not significant About 63,000 buses are involved in waffic erashes each year, includ. ing 325 witha fatal injury, 14.000 with a nonfatal injury, and about 48,000 in crashes that result in only property damage (J, 2). The ‘numberof buses in crashes is small i relation t other vehicle types About 444,000 trucks ae involved ia a trafic crash each year, along With 4.0 mullion light vehicles and 6.6 million passenger cars. About 375 people arekilledin bus crashes each yer, including about 50 bus ‘ecupants (including drivers), 225 occupanis of other vehicles, and 100 pedestrians and bieyclists. These fatalities area fraction ofthe ‘oughly 5,500 deaths that occur incrashes involving trucks, or ofthe ‘otal of around 43,000 annus! fatalities i ll raffic accident, Never. theless, recently there has been an appropriate inerease in focus on the safety of bus operations. ‘The Transportation Safety Analysis Division at the University of Michigan Transportation Research Instiute (UMTRI) in 2000 init- a sarvey called the Buses Involved in Fatal Accidents (BIFA) broject. This ctash dita collection is suppocted by the Federal Motor Cartier Safety Administration (FMCSA) and supplements the Fatal- lity Analysis Reporting System (FARS fle, compile by the National Highway Traffic Safety Administration (NHTSA), ‘Traraportation Research insttate Lrversty of Michigan, 2901 Bester Road ‘nn rt, Mi GB108.2"80, Coresponing atenD Blower dowersircha, Trangporavn Research scar soul ofthe Trensurtatin Reseach Bos, io 2484, TranspertaionReearch Beard te Nauna catees, Westra De. 2010, pp 3743, cor tosisieieats The BIFA survey significantly improves the identification of buses and bus operators, Descriptions of buses in nationally representative ‘rash data files have been relatively simple of lacking altogether ‘Common terminology for buses mixes physical characteristics with hhow they are operated, which adds to the difficulty in determining the scope and nature of bus safely problems, “Schoo! bus" connotes {physical configuration as well s a specific usage, but schoal buses often are converted to ther purposes. "Cross country” buses can be used by scheduled intercity carriers, as ear or tour buses, or for brivate, personal transportation. In addition, both the vehicles used 88 buses and the entities that operate thera ave very divers, include ing, along with the expected bus operstors, hospitals and aursing homes, nonprofit organizations and churches, shuttle services, and private companies. The BIFA survey captures this diversity. Enbane- Jing the depth and detall of information on bus types and bus opera. tors will improve our understanding of the different safety issues in bus transportation ‘This study focuses on driver factors in fatal bus crashes involv~ ing different bus operator types. Previous work with the BIFA sur- vey data has shown thatthe diversity of the ypes of motor eatiers ‘hat operate buses is retlected inal aspects of their crash experience. ‘ncloding the time of day in which the crashes occur, the ype of aca land roads, and who inthe erash sat risk. The work also showed dit- ferences between the operator types in terms of errors by the drivers in the crashes and previous driver record. [a that work, scheol bus divers had the lowest rates of coded driver errors i the crash and the best driving record, in terms of previous crashes and traffic vo. lations. Drivers of intercity buses on regular routes and charter bus

You might also like

• Her Body and Other Parties: Stories

  

  From Everand

  Her Body and Other Parties: Stories

  Carmen Maria Machado

  Rating: 4 out of 5 stars

  4/5 (822)
• The Sympathizer: A Novel (Pulitzer Prize for Fiction)

  

  From Everand

  The Sympathizer: A Novel (Pulitzer Prize for Fiction)

  Viet Thanh Nguyen

  Rating: 4.5 out of 5 stars

  4.5/5 (122)
• A Man Called Ove: A Novel

  

  From Everand

  A Man Called Ove: A Novel

  Fredrik Backman

  Rating: 4.5 out of 5 stars

  4.5/5 (4610)
• • Magazines
  • Podcasts
  • Sheet music
• A Heartbreaking Work Of Staggering Genius: A Memoir Based on a True Story

  

  From Everand

  A Heartbreaking Work Of Staggering Genius: A Memoir Based on a True Story

  Dave Eggers

  Rating: 3.5 out of 5 stars

  3.5/5 (231)
• Rise of ISIS: A Threat We Can't Ignore

  

  From Everand

  Rise of ISIS: A Threat We Can't Ignore

  Jay Sekulow

  Rating: 3.5 out of 5 stars

  3.5/5 (137)
• Team of Rivals: The Political Genius of Abraham Lincoln

  

  From Everand

  Team of Rivals: The Political Genius of Abraham Lincoln

  Doris Kearns Goodwin

  Rating: 4.5 out of 5 stars

  4.5/5 (234)
• Sing, Unburied, Sing: A Novel

  

  From Everand

  Sing, Unburied, Sing: A Novel

  Jesmyn Ward

  Rating: 4 out of 5 stars

  4/5 (1104)
• On Fire: The (Burning) Case for a Green New Deal

  

  From Everand

  On Fire: The (Burning) Case for a Green New Deal

  Naomi Klein

  Rating: 4 out of 5 stars

  4/5 (74)
• The Perks of Being a Wallflower

  

  From Everand

  The Perks of Being a Wallflower

  Stephen Chbosky

  Rating: 4.5 out of 5 stars

  4.5/5 (2104)
• Fear: Trump in the White House

  

  From Everand

  Fear: Trump in the White House

  Bob Woodward

  Rating: 3.5 out of 5 stars

  3.5/5 (738)
• The Yellow House: A Memoir (2019 National Book Award Winner)

  

  From Everand

  The Yellow House: A Memoir (2019 National Book Award Winner)

  Sarah M. Broom

  Rating: 4 out of 5 stars

  4/5 (98)
• Brooklyn: A Novel

  

  From Everand

  Brooklyn: A Novel

  Colm Tóibín

  Rating: 3.5 out of 5 stars

  3.5/5 (1947)
• Devil in the Grove: Thurgood Marshall, the Groveland Boys, and the Dawn of a New America

  

  From Everand

  Devil in the Grove: Thurgood Marshall, the Groveland Boys, and the Dawn of a New America

  Gilbert King

  Rating: 4.5 out of 5 stars

  4.5/5 (266)
• Yes Please

  

  From Everand

  Yes Please

  Amy Poehler

  Rating: 4 out of 5 stars

  4/5 (1898)
• Shoe Dog: A Memoir by the Creator of Nike

  

  From Everand

  Shoe Dog: A Memoir by the Creator of Nike

  Phil Knight

  Rating: 4.5 out of 5 stars

  4.5/5 (540)
• The Unwinding: An Inner History of the New America

  

  From Everand

  The Unwinding: An Inner History of the New America

  George Packer

  Rating: 4 out of 5 stars

  4/5 (45)
• Bad Feminist: Essays

  

  From Everand

  Bad Feminist: Essays

  Roxane Gay

  Rating: 4 out of 5 stars

  4/5 (1018)
• A Tree Grows in Brooklyn

  

  From Everand

  A Tree Grows in Brooklyn

  Betty Smith

  Rating: 4.5 out of 5 stars

  4.5/5 (1929)
• John Adams

  

  From Everand

  John Adams

  David McCullough

  Rating: 4.5 out of 5 stars

  4.5/5 (2409)
• The World Is Flat 3.0: A Brief History of the Twenty-first Century

  

  From Everand

  The World Is Flat 3.0: A Brief History of the Twenty-first Century

  Thomas L. Friedman

  Rating: 3.5 out of 5 stars

  3.5/5 (2259)
• Manhattan Beach: A Novel

  

  From Everand

  Manhattan Beach: A Novel

  Jennifer Egan

  Rating: 3.5 out of 5 stars

  3.5/5 (792)
• Wolf Hall: A Novel

  

  From Everand

  Wolf Hall: A Novel

  Hilary Mantel

  Rating: 4 out of 5 stars

  4/5 (3811)
• The Emperor of All Maladies: A Biography of Cancer

  

  From Everand

  The Emperor of All Maladies: A Biography of Cancer

  Siddhartha Mukherjee

  Rating: 4.5 out of 5 stars

  4.5/5 (271)
• Hidden Figures: The American Dream and the Untold Story of the Black Women Mathematicians Who Helped Win the Space Race

  

  From Everand

  Hidden Figures: The American Dream and the Untold Story of the Black Women Mathematicians Who Helped Win the Space Race

  Margot Lee Shetterly

  Rating: 4 out of 5 stars

  4/5 (897)
• The Woman in Cabin 10

  

  From Everand

  The Woman in Cabin 10

  Ruth Ware

  Rating: 3.5 out of 5 stars

  3.5/5 (2521)
• Grit: The Power of Passion and Perseverance

  

  From Everand

  Grit: The Power of Passion and Perseverance

  Angela Duckworth

  Rating: 4 out of 5 stars

  4/5 (590)
• The Outsider: A Novel

  

  From Everand

  The Outsider: A Novel

  Stephen King

  Rating: 4 out of 5 stars

  4/5 (1850)
• Elon Musk: Tesla, SpaceX, and the Quest for a Fantastic Future

  

  From Everand

  Elon Musk: Tesla, SpaceX, and the Quest for a Fantastic Future

  Ashlee Vance

  Rating: 4.5 out of 5 stars

  4.5/5 (474)
• The Light Between Oceans: A Novel

  

  From Everand

  The Light Between Oceans: A Novel

  M.L. Stedman

  Rating: 4.5 out of 5 stars

  4.5/5 (789)
• The Art of Racing in the Rain: A Novel

  

  From Everand

  The Art of Racing in the Rain: A Novel

  Garth Stein

  Rating: 4 out of 5 stars

  4/5 (4203)
• The Little Book of Hygge: Danish Secrets to Happy Living

  

  From Everand

  The Little Book of Hygge: Danish Secrets to Happy Living

  Meik Wiking

  Rating: 3.5 out of 5 stars

  3.5/5 (401)
• The Glass Castle: A Memoir

  

  From Everand

  The Glass Castle: A Memoir

  Jeannette Walls

  Rating: 4.5 out of 5 stars

  4.5/5 (1716)
• Principles: Life and Work

  

  From Everand

  Principles: Life and Work

  Ray Dalio

  Rating: 4 out of 5 stars

  4/5 (608)
• The Subtle Art of Not Giving a F*ck: A Counterintuitive Approach to Living a Good Life

  

  From Everand

  The Subtle Art of Not Giving a F*ck: A Counterintuitive Approach to Living a Good Life

  Mark Manson

  Rating: 4 out of 5 stars

  4/5 (5810)
• Angela's Ashes: A Memoir

  

  From Everand

  Angela's Ashes: A Memoir

  Frank McCourt

  Rating: 4.5 out of 5 stars

  4.5/5 (441)
• The Hard Thing About Hard Things: Building a Business When There Are No Easy Answers

  

  From Everand

  The Hard Thing About Hard Things: Building a Business When There Are No Easy Answers

  Ben Horowitz

  Rating: 4.5 out of 5 stars

  4.5/5 (348)
• The Constant Gardener: A Novel

  

  From Everand

  The Constant Gardener: A Novel

  John le Carré

  Rating: 3.5 out of 5 stars

  3.5/5 (104)
• Little Women

  

  From Everand

  Little Women

  Louisa May Alcott

  Rating: 4 out of 5 stars

  4/5 (104)
• Never Split the Difference: Negotiating As If Your Life Depended On It

  

  From Everand

  Never Split the Difference: Negotiating As If Your Life Depended On It

  Chris Voss

  Rating: 4.5 out of 5 stars

  4.5/5 (844)
• The Gifts of Imperfection: Let Go of Who You Think You're Supposed to Be and Embrace Who You Are

  

  From Everand

  The Gifts of Imperfection: Let Go of Who You Think You're Supposed to Be and Embrace Who You Are

  Brené Brown

  Rating: 4 out of 5 stars

  4/5 (1092)
• Steve Jobs

  

  From Everand

  Steve Jobs

  Walter Isaacson

  Rating: 4.5 out of 5 stars

  4.5/5 (807)
• Gradul de Compactare Al Pamantului

  

  Document3 pages

  Gradul de Compactare Al Pamantului

  Robert Adrian Sandu

  0% (1)
• Modelarea Traficului Rutier Urban

  

  Document43 pages

  Modelarea Traficului Rutier Urban

  Robert Adrian Sandu

  No ratings yet
• Instructia 314 Format Mic

  

  Document144 pages

  Instructia 314 Format Mic

  ceornei

  100% (4)
• ROF CMI Sandu Oana Madalina

  

  Document3 pages

  ROF CMI Sandu Oana Madalina

  Robert Adrian Sandu

  0% (1)
• Simpozion CAR 09 Iulie 2010 CFDP Bucuresti Editia A III A

  

  Document211 pages

  Simpozion CAR 09 Iulie 2010 CFDP Bucuresti Editia A III A

  Alina Burlacu

  100% (1)
• Cost 336 - FWD

  

  Document66 pages

  Cost 336 - FWD

  Robert Adrian Sandu

  No ratings yet
• Determinarea Supralargirii Caii in Curba

  

  Document8 pages

  Determinarea Supralargirii Caii in Curba

  Robert Adrian Sandu

  No ratings yet
• 2003 ATR Analysis Report

  

  Document43 pages

  2003 ATR Analysis Report

  Robert Adrian Sandu

  No ratings yet
• CD 31-2002 Normativ - Det.prin - Deflect.capacitate - Port.drumuri - Suple.si - Semirigide

  

  Document27 pages

  CD 31-2002 Normativ - Det.prin - Deflect.capacitate - Port.drumuri - Suple.si - Semirigide

  Robert Adrian Sandu

  100% (1)
• Road Network Operations Handbook

  

  Document303 pages

  Road Network Operations Handbook

  Robert Adrian Sandu

  No ratings yet
• Traffic Forecasting For Pavement Design

  

  Document168 pages

  Traffic Forecasting For Pavement Design

  Robert Adrian Sandu

  No ratings yet