Car security is the study and practice of design, construction, equipment, and regulation to minimize the occurrence and consequences of traffic collisions. Road traffic security is more extensive including road design.
One of the first formal academic studies in improving vehicle safety is with the Cornell Aeronautical Laboratory of Buffalo, New York. The main conclusion of their extensive report is the importance of seat belts and soft dashboards. However, the main vector of traffic-related death and injury is a disproportionate mass and car speed compared to the dominant, pedestrian victims.
According to the World Health Organization (WHO), 80% of the cars sold in the world do not conform to key safety standards. Only 40 countries adopt the seven most important rules for car safety.
In the United States, a pedestrian is injured by a car every 8 minutes, and 1.5 times more likely than a passenger vehicle killed in a car accident each time out.
Improvements in road and car designs continue to reduce injury and mortality rates in all first world countries. However, automatic collisions are the leading cause of injury-related deaths, estimated at a total of 1.2 million in 2004, or 25% of the total of all causes. Of those killed by autos, nearly two thirds are pedestrians. Risk compensation theory has been used in arguments against safety devices, vehicle regulation and modification despite the effectiveness of saving lives.
Coalitions to promote road and car safety, such as Joint for Safer Roads (TSR), bring together global private sector companies, across industries, to collaborate on improving road safety. TSR brings together the knowledge, data, technology, and global network of members to focus on five areas of road safety that will have global impacts and in local communities.
The rising trend of Autonomous Things is largely driven by a step toward Autonomous automobiles, both of which address key existing security issues and create new issues. Autonomous cars are expected to be safer than existing vehicles, by eliminating the most dangerous elements - the driver. The Internet and Community Center at Stanford Law School claims that "Approximately ninety percent of motor vehicle accidents are caused at least in part by human error". But while safety standards such as ISO 26262 determine the security required, it is still a burden for industry to show acceptable security.
Video Automobile safety
Occupational drivers
Work-related road accidents are the leading cause of deaths from traumatic injuries in the US workplace. They were responsible for nearly 12,000 deaths between 1992 and 2000. Deaths and injuries from road accidents resulted in increased costs for employers and lost productivity in addition to casualties in human suffering. Truck drivers tend to bear a higher mortality rate than workers in other jobs, but concerns about the safety of motor vehicles in the workplace are not limited to those circling the operation of large trucks. Workers outside the motor vehicle carrier industry regularly operate the company's vehicles for delivery, sales and call improvements, client visits, etc. In this example, employers who provide vehicles generally play a major role in establishing safety, maintenance and training policies. As in non-working driving, young drivers are very risky. At work, 45% of all fatal injuries to workers under the age of 18 between 1992 and 2000 in the United States result from transport incidents.
Maps Automobile safety
Active and passive security
The terms "active" and "passive" are simple but important terms in the automotive safety world. "Active safety" is used to refer to technology assistance in accident prevention and "passive safety" for vehicle components (especially airbags, seatbelts, and vehicle physical structures) that help protect passengers during accidents.
Avoidance failure
Fault-avoidance systems and devices help drivers - and, increasingly, help the vehicle itself - to avoid collisions. This category includes:
- Headlights, reflectors, and lights and other vehicle signals
- Car mirror
- Brake system, steering, and vehicle suspension
Driver Help
A subset of accident avoidance is a driver assistance system, which helps the driver detect obstacles and control the vehicle. Driver help system includes:
- DADS: ' DADS: Driver Warning Detection System System to prevent crashes caused by fatigue
- Automatic Braking System to prevent or reduce the severity of the collision.
- An infrared night vision system to increase viewing distance beyond headlamp coverage
- The adaptive headlamps control the direction and range of the light to illuminate the driver's way through the curve and maximize visibility without dazzling some other drivers
- Reverses the backup sensor, which warns the driver of objects that are hard to see in the path when flipping
- Backup camera
- Adaptive cruise controls that keep a safe distance from the vehicle in front
- Departure departure warning system to remind drivers about unplanned departures from intended travel paths
- Tire pressure monitoring system or Deflection Detection System
- Traction control system that restores traction if the driven wheel starts spinning
- Electronic Stability Control, which intervenes to prevent any loss of control that will occur
- Anti-lock braking system
- Electronic brake power distribution system
- Emergency brake relief system
- Turning the Brake Control system
- Clear Distance Guarantee. Front measurement and speed governance system
- Precrash System
- Automated parking system
- The barrier detection sensor system tells the driver how close their vehicle is to the object - usually providing distance measurements, to inches, like how close they are.
Crashworthiness
Defective systems and devices can prevent or reduce the severity of injuries when an accident occurs or occurs. Many studies were conducted using anthropomorphic crash test dummies.
- Seat belts restrict the forward movement of an occupant, stretch to absorb energy, to prolong the negative acceleration time of passengers in an accident, reducing loading on the occupant's body. They prevent passengers from being driven out of the vehicle and ensure that they are in the correct position for airbag operation.
- Airbag expands to reduce the impact of occupants of vehicles with various interior parts of the vehicle. The most important is the direct impact prevention of the driver's head with steering wheel and door pillar.
- The laminated front glass remains intact when impacted, preventing unbound passenger head penetration and maintaining minimal transparency but sufficient to control the car immediately after a collision. It is also a structural part of the safety cell. The tempered glass sides and rear windows break into grains with minimal sharp edges instead of splinters into serrated fragments like ordinary glass.
- The crumple zone absorbs and eliminates the force of the collision, displaces and transfers it from the passenger compartment and reduces the impact force of negative acceleration on the passenger of the vehicle. The vehicle will include a front zone, rear and possibly a crumple side (like Volvo SIPS) as well.
- Safety Cell - a passenger compartment reinforced with high-strength material, in places that have high loads in collisions, to maintain survival space for passenger vehicles.
- Side impact protection blocks, also called anti-intrusion bars.
- The steering column is folded universally, along with a steering airbag. The steering system is mounted behind the front axle - back and protected by a front, crumple zone. This reduces the risk and severity of driver influence or even ignition on the column in frontal collisions.
- Pedestrian protection system.
- Padding on instrument panel and other interior parts, on vehicles in areas likely to be attacked by occupants in the event of a collision, and careful mounting bracket placement away from the area.
- Cargo barriers are sometimes installed to provide a physical barrier between passengers and cargo compartments in vehicles such as SUVs, station wagons and vans. This helps prevent injuries caused by passengers being hit by unsecured cargo. They can also help prevent roof collapse in the event of a vehicle rollover.
Post-collision survival
Post-collision survival is a possibility that drivers and passengers survived an accident after an accident occurred. Technologies such as Advanced Automatic Collision Notification can automatically make calls to emergency services and send information about vehicle collisions.
Pedestrian safety
Cars are more dangerous for pedestrians than drivers and passengers. Two-thirds of the 1.3 million deaths associated with cars each year are pedestrians. [1] Since at least the early 1970s, attention has also been given to design vehicles on pedestrian safety in car-pedestrian collision. Proposals in Europe require that cars sold there have a maximum/maximum bonnet height (bonnet). From 2006 the use of "bull bars", mode on 4x4 and SUV, became illegal in the EU, after being banned in all new cars in 2002.
Conspicuity
Lights and reflectors
Vehicles are equipped with various lights and reflectors to mark their presence, position, width, length, and direction of travel and to convey intent and action of the driver to other drivers. These include vehicle headlights, headlamps and rear lights, side markers and reflectors, sein lights, stop lights (brakes), and backlights. School buses and semi-trailer trucks in North America must bear retroflective strips that outline the sides and perimeters behind them for greater entertainment at night.
Daytime running lights have been needed in the Nordic countries since the mid-1970s, in Canada since 1990, and across the EU since 7 February 2011.
Vehicle colors
A 2004 essay on the relationship between car color and safety states that no previous research is scientifically convincing. Since then, a Swedish study found that pink cars engage in the fewest cars and blacks involved in most accidents (ground transportation NZ 2005). In Auckland New Zealand, a study found that there was a much lower level of serious injury to silver cars, with higher rates in brown, black, and green cars. The Vehicle Color Study, conducted by the Monash University Accident Research Center (MUARC) and published in 2007, analyzed 855,258 accidents between 1987 and 2004 in the Australian states of Victoria and Western Australia that resulted in injuries or in the vehicle being pulled out. This study analyzes the risks with light conditions. It was found that in the daytime a black car was 12% more likely than white to engage in a collision, followed by a gray car of 11%, a silver car of 10%, and a red and blue car of 7%, no other colors found. significantly more or less risky than white. At dawn or dusk, the risk ratio for black cars jumped to 47% larger than white, and that for silver cars to 15%. In the dark hours only red and silver cars were found to be significantly more risky than white, respectively 10% and 8%.
Unused security features
Many different inventions and ideas that may or may not be practical about automatic safety have been proposed but never made for production cars. Such items include the driver's seat in the center (to give people a better view) (exceptions to the McLaren F1 sports car), rear-facing seats (except for baby car seats), and steering wheel controls.
History
18th century 18th century 19th centurySafety of the car may have been a problem almost since the beginning of the development of a mechanical road vehicle. The second steam-powered "Fardier", made by Nicolas-Joseph Cugnot in 1771, was reported by some to have hit the wall during a walking demonstration. However, according to Georges Ageon, the earliest mention of this event dates from 1801 and is not in the contemporary record. One of the earliest recorded car victims was Mary Ward, on August 31, 1869 in Parsonstown, Ireland.
1920s
In 1922, Duesenburg Model A became the first car to have four-wheel hydraulic brakes.
1930s
In 1930, safety glass became standard on all Ford cars. In the 1930s, plastic surgeon Claire L. Straith and physicist C. J. Strickland advocated the use of comfortable seat belts and dashboards. Strickland founded the Automobile Safety League of America.
In 1934, GM conducted the first collision test.
In 1936, Hudson Terraplane came with the first backup brake system. If the hydraulic brake fails, the brake pedal will activate a set of mechanical brakes for the rear wheels.
In 1937, Chrysler, Plymouth, DeSoto, and Dodge added items such as flat and smooth dashboards with concealed controls, round door handle, rubberized windscreen wiper controls and a very soft front seat for protection back. passenger.
1940s
In 1942, Hugh DeHaven published classical mechanical analysis of survival at falls from a height of fifty to a hundred and fifty feet.
In 1947, American Tucker was built with the world's first front dashboard. It also comes with a main light that is rotated with steering wheel, front steel barrier, and front safety room.
In 1949 the SAAB incorporated aircraft safety thinking into the car making SAAB 92 SAAB's first production car with safety cage.
Also in 1949, Imperial Crown Chrysler was the first car to come with standard disc brakes.
1950s
In 1955 a USAF surgeon suggested that the US Surgeon General write an article about how to make the car safer for those who ride it. In addition to the usual safety features, such as seatbelts and soft dashboards, bumper shocks are introduced.
In 1956, Ford tried unsuccessfully to attract Americans in buying safer cars with their Lifeguard safety package. (But this business resulted in the Ford Motor Trends award ' "Car of the Year" for 1956.)
In 1958, the United Nations established a World Forum for Harmonization of Vehicle Regulations, an international standards body that advances automobile safety. Many of life's most saving safety innovations, such as seat belts and roll reel construction, are brought to the market under its auspices. That same year, Volvo engineer Nils Bohlin invented and patented a three-point belt and shoulder safety belt, which became standard equipment on all Volvo cars in 1959. Over the next few decades, the three-point safety belt was gradually mandated in all vehicles by regulators in the entire industrial world.
In 1959, American Motors Corporation offered the first optional headrests for the front seats. Also in 1959, the Cadillac Cyclone concept by Harley Earl had a "radar-based accident avoidance system" located in the vehicle's cone nose that would create audio and visual signals to the driver if there were obstacles in the vehicle lane..
1960s
Effective on new passenger cars sold in the United States after January 1, 1964. Front outboard belts are required.
On September 9, 1966, the National Traffic and Motor Vehicle Safety Act became the law in the US, the first mandatory federal safety standards for motor vehicles.
Effective in 1966, the US passenger car market was requested to be fitted with layered instrument panels, front and rear lap belts, and white backlight (backup).
In 1966, the US established the US Department of Transportation (DOT) with the safety of the car as one of its aims. The National Transportation Safety Agency (NTSB) was formed as an independent organization on April 1, 1967, but relied on DOT for administration and funding. However, in 1975 the organization was made entirely independent by the Law of the Council of Independent Safety (in P.L. 93-633; 49 U.S.C. 1901).
In 1967, equipment specifications by major fleet buyers such as City and County of Los Angeles, California encouraged voluntary deployment in most of the new US-sold cars of security devices, systems and design features including:
- Eliminates prominent buttons and controls in the passenger compartment
- Additional additions to the instrument panel and other interior surfaces
- The mounting point for the front outboard shoulder belt
- Flashers four-way hazard
- Uniform P-R-N-D-L tooth sequence for automatic transmission gear alignment
- Double circuit brake hydraulic system
In 1968, the precursor agency for the first National Motor Vehicle Safety Safety Standard of the United States came into force. These belts are required for left and right front passenger-seat vehicles, side marker lights, folded steering columns, and other safety features. 1969 saw the addition of headrests for front outboard passengers, overcoming whiplash problems in rear collisions. These safety requirements do not apply to vehicles classified as "commercial", such as light pickup trucks. So manufacturers do not always include such hardware in this vehicle, although many do the duty of passenger cars.
Volvo developed the first rear-faced child seat in 1964 and introduced its own pushchair in 1978.
1970s
In 1974, GM offered driver and passenger airbags as an optional fixture on Cadillacs, Buicks, and great Oldsmobiles.
In 1979 NHTSA started popular cars that broke down and published the results, to inform consumers and encourage manufacturers to improve the safety of their vehicles. Initially, the New Car Assessment Program (NCAP) crash test checked compliance with the residents protection requirements of FMVSS 208. Over the following years, the NHTSA program gradually expanded its scope.
1980s
In 1984, the State of New York passed the first US law requiring the use of seatbelts in passenger cars. The seatbelt law has since been adopted by 49 countries (New Hampshire yet). NHTSA estimates the increased use of seat belts yields a saving of 10,000 per year in the United States.
In 1986 the 3rd brake light center was mandated in North America with most of the world adhering to the same standards in automotive lighting.
In 1989, companies in Israel implemented a sophisticated Brake Warning system, where drivers will be notified of how loud the driver in front of them presses their brakes. It has not been implemented into the mainstream of Europe or America.
Airbags were first installed in production vehicles in the 1980s as standard equipment, not an option as it was done in the mid-1970s (such as Oldsmobile Toronado in 1974). In 1981, airbags were the choice available on the Mercedes-Benz W126 (S-Class). In 1987, the Porsche 944 Turbo became the first car to have driver and passenger airbags as standard equipment, and airbags were offered as options available on 944 and 944S. The first airbag was also installed in Japanese car, Honda Legend, in 1987. In 1988, Chrysler was the first US company to install standard driver-side air bags, in its six passenger models. In 1989, Chrysler became the first US automaker to install driver-side air bags in all domestically-made cars.
1990s
In 1995, the Insurance Institute for Highway Safety (IIHS) initiated a frontal offset collision test. Also in the same year, Volvo introduced the world's first car with side airbags: 850.
In 1996, the European New Car Assessment Program (Euro NCAP) was established to test the safety performance of new vehicles and publish results for vehicle buyer information. NHTSA accident tests are currently operated and published as a branch of the US International NCAP program.
2000s
In 2000 NHTSA released a regulation that made compulsory trunk releases for new cars in September of the following year due, in part, to lobbying Janette Fennell's efforts.
In 2003 IIHS began to test side impact collisions. In 2004 NHTSA released a new test designed to test the risk of overturning of new cars and SUVs. Only Mazda RX-8 is rated 5 stars.
In 2009, Citroën became the first manufacturer to feature "Snowmotion", an Intelligent Anti Skid system developed in conjunction with Bosch, which provides control level drivers in extreme ice or snow conditions similar to 4x4
In 2009 NHTSA increased its roofing standards for vehicles weighing 6000 pounds or less. The new standard increases the crush load requirements from 1.5 to 3 times that of vehicle weight.
2010s
For 2011, new cars must have a brake relief system in the European Union, according to The Pedestrian Protection Regulation (EC) 78/2009.
Starting in 2012, all cars under 10,000 lbs. sold in the United States are required to have Electronic Stability Control.
In 2014, ESP (Electronic Stability Program) and TPMS become mandatory in the EU, with also the reminder of the driver's seat belt and ISOFIX system, under the General Safety Regulation (EC) No 661/2009.
By 2015, recognizing that safer roads are a shared responsibility, Together for Safer Roads (TSR) is officially launched to harmonize private sector road safety efforts with the United Nations Decade on Road Safety.
In 2016 and 2017, ABS becomes mandatory on motorcycles in the EU.
In 2018, e-call becomes mandatory in the EU, and reverses cameras in the U.S.
Security trends
Despite technological advances, about 34,000 people die each year in the US, although the per-vehicle death rate is registered and per vehicle distance continues to decline since the emergence of significant vehicle and driver regulations, the number of casualties in general increases as a function of increasing population and more many vehicles on the road. However, a sharp rise in fuel prices and driver-related driver behavior reduces 2007-8 highway deaths in the US to below the 1961 mortality rate. Litigation has become central in the fight for safer car mandates.
Safety is also a big problem with around 25,500 people annually in the EU (including the UK).
International comparison
In 1996, the US had about 2 deaths per 10,000 vehicles, compared with 1.9 in Germany, 2.6 in France, and 1.5 in the UK. In 1998, there were 3,421 fatal accidents in Britain, the fewest since 1926; in 2010 this number decreases to 1.857 and is associated with the 2009-2010 scrappage scheme.
The considerable traffic safety allowances enjoyed by the United States since the 1960s have narrowed significantly in 2002, with the percentage increase in the US lagging behind in position 16 behind Australia, Austria, Canada, Denmark, Finland, Germany, England, Iceland, Japan, Luxembourg, the Netherlands, New Zealand, Norway, Sweden and Switzerland in terms of deaths per thousand vehicles, while in terms of deaths per 100 million miles of vehicle travel, the United States has dropped from first to tenth place.
US specifications
Such government-collected data from the US Waste Analysis Reporting System shows that other countries achieve greater safety performance improvements over time than are achieved in the US:
Research on trends in heavy vehicle use suggests that a significant difference between the US and other countries is the prevalence of relatively high pickup trucks and SUVs in the US. A 2003 study by the US Transportation Research Agency found that SUVs and pickup trucks are significantly less secure than passenger cars, that imported branded vehicles tend to be safer than American-brand vehicles, and that vehicle size and weight have a much smaller effect on safety than quality of vehicle engineering. Traffic rates of large commercial trucks have increased substantially since the 1960s, while highway capacity is not in line with the increase in large commercial truck traffic on US roadways. However, other factors have a significant effect; Canada has a lower rate of road death and injury rate even though the vehicle mix is ​​comparable to the US. However, the widespread use of truck-based vehicles as passenger carriers is correlated with road deaths and injuries not only directly by vehicle safety performance per se, but also indirectly through relatively low fuel costs facilitate the use of such vehicles in North America; Motor vehicle deaths decrease as fuel prices increase.
NHTSA has issued relatively few regulations since the mid-1980s; most vehicle-based reductions in vehicle mortality rates in the US during the last third of the 20th century were obtained with initial NHTSA safety standards issued from 1968 to 1984 and subsequent voluntary changes in vehicle design and construction by vehicle manufacturers.
Issues for specific demographic groups
Pregnant women
During pregnancy, women should continue to use seat belts and air bags correctly. A University of Michigan study found that "unconfined or untreated pregnant women were 5.7 times more likely to have adverse fetal outcomes than pregnant women who were properly detained." If the seat belt is not long enough, the extension is available from the car manufacturer or aftermarket supplier.
Baby and children
Children present significant challenges in engineering and produce safe vehicles, as most children are significantly smaller and lighter than most adults. In addition, children away from only minimized adults, still have undeveloped skeletal systems. This means that vehicle control systems such as airbags and seatbelts, far from effective, are dangerous when used to hold children. In recognition of this, many medical professionals and jurisdictions recommend or require children under a certain age, height, and/or weight in a child's seat and/or in the back seat, as applicable.
In Europe ECE R44 Rule states that children under 150 cm should travel in restraint of children appropriate for their weight. Each country has its own adaptation to this Rule. For example, in the UK, children should travel in child restraint until they are as high as 135 cm or reaching the age of 12, which has come the fastest. As another example in Austria the driver of a passenger vehicle is responsible for a person shorter than 150 cm and under 14 years old to sit in an adequate child safety seat. In addition, it is not allowed for children under 3 years of age to ride passenger vehicles without a "safety system" (which in practice means vehicles are not equipped with seatbelts or technical systems such as Isofix), whereas children between 3 and 14 years must ride in the back seat.
Sweden stipulates that a child or an adult shorter than 140 cm is legally prohibited from riding in place with an active airbag in front of him.
The majority of medical professionals and biomechanics engineers agree that children under the age of two are much safer if they travel in a backward-facing child's restraint.
Child safety locks and driver-controlled lockout power windows prevent children from opening doors and windows from the vehicle.
- The baby left in the car
Very young children can be destroyed by heat or cold if left unattended in a parked car, either intentionally or through forgetfulness. In 2004, NHTSA USA estimated 25 deaths per year among children left behind in hot cars.
Teen driver
In the UK, full driving licenses can be had at the age of 17, and most areas of the United States will issue full driver licenses at the age of 16, and all in the range between 14 and 18. In addition to relatively inexperienced teenage drivers also cognitively adult, compared to other drivers. This combination leads to a relatively high level of congestion among these demographics.
In some areas, new driver vehicles should be warned to alert other drivers that the vehicle is driven by inexperienced and learned drivers, giving them the opportunity to be more careful and to encourage other drivers to provide more flexibility for the students. In the US New Jersey has Kyleigh's Law stating that teenage drivers should have stickers in their vehicles.
Some countries, such as Australia, the United States, Canada and New Zealand, have passed the SIM level, with special rules. In 2010, all US states require pass driver licenses for drivers under the age of 18. In Italy, the maximum speed and power of vehicles driven by new drivers are limited. In Romania, the maximum speed of vehicles driven by new drivers (less than a year in experience) is 20 km/h lower than the national standard (excluding villages, towns and cities). Many US states allow 18-year-olds to pass some of the requirements that younger drivers will face, which, according to statistics, may cause a higher accident rate among new drivers. New Jersey has the same requirements for new drivers up to 21 years old, who can avoid this problem.
Medical condition
According to a study published in 2017 at the Mayo Clinic Proceedings, although most drivers with medical conditions are safe drivers, drivers with psychiatric conditions or substance abuse are at higher risk of unsafe driving. The study also reported that drivers with neurological conditions were the majority of the entire study population (Belgium) who were referred for driving evaluation, but they were not the most unsafe drivers.
Elderly
Insurance statistics in the United States show a 30% increase in the number of elderly killed, compared to 1975 to 2000. Some states require additional testing for elderly drivers. On a per-driver basis, the number of fatal and overall accidents decreases with age, with some exceptions for drivers above 75. The overall trend may be due to greater experience and avoid driving in adverse conditions. However, on a per-kilometer trip basis, drivers younger than 25-30 years old and older than 65-70 have significantly higher accident rates. Survivability of crashes decreases monotonically with the age of the victim.
A common problem for the elderly is the question of when medical conditions or biological ages are causing serious problems so one has to stop driving. In some cases, this means giving up some personal independence, but in urban areas it often means relying more on public transport. Many transit systems offer discounts for seniors, and some local governments run "senior transport" that is specifically targeted at these demographics.
Vehicle program
Although it is usually assumed that the driver has a responsibility when a collision occurs, the vehicle can also contribute to a collision, up to 3% to 5% crash.
There are two types of programs: a new car assessment program for new cars, and vehicle inspections for others.
NCAP
The New Car Assessment Program is a government car safety program or agency tasked with evaluating new car designs for performance against various security threats.
Two notable NCAPs are the United States New Car Assessment Program since 1978 and the European New Car Assessment Program since 1997.
Vehicle examination
Vehicle inspection is a procedure mandated by national or subnational governments in many countries, where vehicles are inspected to ensure that it complies with regulations governing safety, emissions, or both. Inspections may be requested at various times, for example, on a regular basis or on the transfer of title to the vehicle.
If required on a regular basis, it may be called periodic motor vehicle inspections , or MOT tests in the UK, or road eligibility tests in EU directives. Typical intervals every two years (in the EU) and every year (in the UK). When vehicles pass inspection, stickers are often placed on the windscreen or registration plates to simplify later control, but in some countries like the Netherlands since 1994 no longer need.
Inspection Station is a place to drive inside to see if vehicle passes inspection after vehicle has to be checked. Most US exam stickers/stickers display the month and year numbers. They are called testing centers in the direction of the EU.
Vehicle inspections exist in the United States.
In Victoria, Australia, safety features that are checked include vehicle structure, tire (depth of tread), wheels, engine, steering, suspension, brakes, and lights and seat belts.
More security measures
Tires should be checked regularly. Tire inspection is an important step, because the tire is just about the existing contact between the car and the road, which is needed to reduce speed.
In areas with snow, such as England or Germany, snow tires may be used for safety.
See also
References
Further reading
- ^ http://www.worldbank.org/transport/roads/safety.htm
- Furness, Sue, J Connor, E Robinson, R. Norton, S Ameratunga, R Jackson (2003-12-20). "Car color and car accident injury risk: population-based case control study". British Medical Journal 327: 1455-1456 . BMJ Publishing Group. Archived from the original on December 11, 2005 . Retrieved 2006-01-01 . CS1 maint: Use authors parameter (link)
- IEEE Communications Magazine , April 2005, "Ad Hoc Peer-to-Peer Network Architecture for Vehicle Safety Communications"
- IEEE Communications Magazine , April 2005, "Application Clustering Concepts and Requirements for Intervehicle Networking"
- "Vehicle safe color". Land transportation NZ. 2005. Archived from the original on February 2, 2006 . Retrieved 2006-01-01 .
- Peden M, McGee K, Sharma G (2002). "Injury chart book: graphical representation of global injury load" (PDF) . Geneva, World Health Organization. Archived (PDF) from the original on November 24, 2005 . Retrieved 2006-01-01 . Ã, ISBNÃ, 978-92-4-156220-1
- Physics Today , January 2006, "Vehicle Design and Traffic Safety Physics"
- Evans, Leonard (2004). Traffic Safety . Society Serving Science. ISBN: 978-0-9754871-0-5.
External links
- European security rating
- National Transportation Safety Board. (US)
- National Agent for Automotive Safety & amp; Victim Assistance (NASVA), Japan
- No More Glass Fly When Vehicles Crash Popular Science every month, February 1919, page 27, Scanned by Google Books
- Benefits, national/international practices and motivational factors of driver education for life for an aging population (master's thesis)
Source of the article : Wikipedia
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