Richard Blomberg - Academia.edu (original) (raw)

Papers by Richard Blomberg

PsycEXTRA Dataset, 1983

A detailed re-analysis of available pedestrian accident data was utilized to define three sets of... more A detailed re-analysis of available pedestrian accident data was utilized to define three sets of pedestrian safety public information and education (PI&E) messages. These messages were then produced and field tested. The objectives and theoretical background for the study are addressed in Volume I. The messages directed at child pedestrian accidents and using an animated character named "Willy Whistle" are covered in this Volume. Two sets of adult-oriented messages are the focus of Volume III. The child messages were successful in reducing pedestrian accidents in three test cities. The adult messages also yielded some positive results. It was concluded that these messages are viable pedestrian accident countermeasures. The success of these messages leads to the additional conclusion that PI&E, in general, can be an effective countermeasure modality for modifying simple behaviors if adequate exposure is obtained.

Journal of Safety Research, Mar 1, 1988

Accident Analysis & Prevention, Sep 1, 1974

CRC Press eBooks, Dec 28, 2004

This chapter describes how traffic crashes are the most frequent cause of unintended fatalities i... more This chapter describes how traffic crashes are the most frequent cause of unintended fatalities in the Unites States, when compared with accidents occurring in public places, in homes, or at the work place. These crashes accounted for 41,821 deaths and 3.2 million injuries that resulted from about 6.4 million crashes in 2000. Although these numbers are staggering and involve huge personal, emotional, and financial losses, the fatality rate per distance traveled has been steadily declining. If the fatality rate per vehicle kilometer had remained the same as it was in 1970 at 2.9 fatalities per 100 million kilometers, there would have been about 131,00 fatalities in 2000. Therefore, there is evidence that highway safety has significantly improved over the years. The major topics of this chapter include the human factors aspects of: (1) vehicles, such as marking and signaling systems and their role in rear-end crashes, headlighting for night-driving visibility and its effect on drivers’ visibility and night crashes, motorcycle braking systems and rider performance in crash avoidance, and railroad crossing safety factors in drivers’ information processing; (2) pedestrian and bicycle safety; (3) highway signing and driver information systems; and (4) effects of alcohol and drugs on traffic safety and human performance.

PsycEXTRA Dataset, 2006

This publication is distributed by the U.S. Department of Transportation, National Highway Traffi... more This publication is distributed by the U.S. Department of Transportation, National Highway Traffic Safety Administration, in the interest of information exchange. The opinions, findings, and conclusions expressed in this publication are those of the authors and not necessarily those of the Department of Transportation or the National Highway Traffic Safety Administration. The United States Government assumes no liability for its contents or use thereof. If trade or manufacturers' names or products are mentioned, it is only because they are considered essential to the object of the publication and should not be construed as an endorsement. The United States Government does not endorse products or manufacturers.

Journal of Safety Research, Feb 1, 2020

Journal of Safety Research, 1982

Accident Analysis & Prevention, Aug 1, 1988

The present study examined the specific and general deterrent effects of Wisconsin's 1982 law man... more The present study examined the specific and general deterrent effects of Wisconsin's 1982 law mandating three to six month license suspensions for first-time convicted drinking drivers. Specific deterrence (stopping repeat drinking and driving among those convicted) was studied statewide before and after the new law. The results showed a reduction in subsequent convictions and crashes for those drivers convicted after May, 1982. General deterrence (stopping the general public from drinking and driving) was studied statewide and in Milwaukee. Statewide, the results suggested a substantial reduction in alcohol related crashes following passage of the law. In Milwaukee, a 1985 media campaign produced a substantial increase in the number of drivers aware of the mandatory suspension following a first drinking and driving conviction. It was concluded that 100% mandatory license suspension is an effective legal sanction against drinking and driving.

Abstract : The objective of this study was to evaluate the design features of two prototype Instr... more Abstract : The objective of this study was to evaluate the design features of two prototype Instrument Approach Procedure (IAP) charts. The John A. Volpe National Transportation System's Center in cooperation with the Air Transport Association's Chart and Data Display Working Group prepared one of the prototypes, and the other was produced by Jeppesen Sanderson. The study was designed to compare each prototype to the current Jeppesen chart, and to compile the results in the form of recommendations for revision of one of the prototypes or for the design of a new lAP chart. Pilots' opinions of the speed and accuracy with which they could acquire and use the information shown and their preferences for the unique features of each were the primary evaluative measures. Scaling techniques were used to obtain the pilots' opinions, preferences and assessments of each chart's suitability for use in approach briefing, normal approach, and go-around. A total of 91 air carrier pilots from four airlines operating under Part 121 of the Federal Aviation Regulations took part in the study. The results showed that white the pilots were resistant to changes in approach chart design before seeing either of the prototypes, they accepted many of the new features of both prototypes and suggested additional changes after they were introduced to the new ideas. The recommendations for an improved instrument approach chart include features from both prototypes. The recommended chart design is compatible with current chart production and distribution procedures, and it is feasible to introduce it on a phased basis, changing all of the charts at any given airport at one time. It presents the information needed to brief an approach in a "Briefing Strip" at the top of the chart. This strip includes a pictorial of the Lighting to be expected on the runway being used.

The objectives of this study were to: 1) identify groups of non-belt users who are most likely to... more The objectives of this study were to: 1) identify groups of non-belt users who are most likely to become involved in highway crashes and 2) develop and test communication programs designed to increase safety belt use by one or more of these groups. The study was conducted in two phases. In Phase I, non-belt users who are over-involved in crashes were identified, documented and categorized into homogeneous groups. For each group, behavior modification programs and communication channels were identified. Phase I was completed with the determination that it would be feasible and cost-effective to implement programs to increase belt use in the following groups: Young Males (18-24), All Drinkers, Elderly (over 65), Unemployed Males, and Smokers. Phase I included extensive literature searches and analysis to identify groups and programs. The young male group was selected for Phase II because this group is at higher risk of crash than all other drivers and are reported consistently as non-belt users. A contest through a radio station targeted at this age group was selected as the medium for the buckle-up message. The program was called "Make It Click!" and was conducted at WKMX-FM, Dothan, Alabama. Drivers collected prizes if they were observed using safety belts in cars bearing a contest sticker. The message was widely heard by all age groups as determined by a survey of the listening area, but safety belt use as assessed by systematic observation did not increase. Follow-up research determined that the use of vehicle stickers was not popular with the target group and that the contest was viewed as too complicated for the modest size of the prizes. Recommendations for implementing future programs with high risk groups are provided.

Abstract: This report summarizes the activities and results of State-level demonstration projects... more Abstract: This report summarizes the activities and results of State-level demonstration projects supported by cooperative agreements from the National Highway Traffic Safety Administration (NHTSA). The demonstration projects were intended to increase seat belt ...

The Model Ice Cream Truck Ordinance (MICTO) is a legal countermeasure designed to prevent child p... more The Model Ice Cream Truck Ordinance (MICTO) is a legal countermeasure designed to prevent child pedestrian accidents from occurring near ice cream trucks. Among other things, the MICTO requires motorists to stop before passing an ice cream truck displaying the special swing arm and flashing lights which must be actuated when the truck is stopped to vend. The MICTO was enacted by the city of Detroit on 12 May 1976 and became fully effective on 10 June 1976. A two year field test of the safety-effectiveness of the MICTO was conducted. Results for 1976 show that radar measured average motorist speed abreast of vending ice cream trucks was reduced from 28.10 mph before the MICTO to 15.65 mph after the MICTO--a 44% reduction. During the 1 July - 31 October 1976 period, vendor-related child pedestrian accidents were reduced from a prior three year average of 19.67 before the MICTO to 9 after the MICTO--a 54% reduction. In 1977 average motorist speed at the truck continued at a reduced level of 15.79 mph. However, vendor related child pedestrian accidents were lowered from a 1973-75 pre-MICTO average of 48.67 to 11 in 1977--a 77% reduction.

Transportation research circular, Aug 1, 1993

The Maryland 0.02% BAC (in this summary, BAC refers to either blood alcohol concentration, stated... more The Maryland 0.02% BAC (in this summary, BAC refers to either blood alcohol concentration, stated as grams per 100 milliliters of blood, or breath alcohol concentration, stated as grams per 210 liters of breath) sanction was enacted in July 1988 and went into effect on January 1, 1989. This law makes it illegal for a driver under 21 to operate a motor vehicle at a BAC of 0.02% or more. Violation can be penalized by license suspension, revocation and/or a fine up to $500. After the law had been in force for six months, an additional legislative requirement was made to imprint the driver licenses of those under 21 with the words "Under 21 Alcohol Restricted". This paper reports the results of a field study of the effects of the .02 law and of the extent to which a public information and education program could increase its effectiveness.

This report covers the activities of the Aerospace Safety Advisory Panel (ASAP) for the calendar ... more This report covers the activities of the Aerospace Safety Advisory Panel (ASAP) for the calendar year 1999.This was a year of notable achievements and significant frustrations. Both the Space Shuttle and International Space Station (ISS) programs were delayed.The Space Shuttle prudently postponed launches after the occurrence of a wiring short during ascent of the STS-93 mission. The ISS construction schedule slipped as a result of the Space Shuttle delays and problems the Russians experienced in readying the Service Module and its launch vehicle. Each of these setbacks was dealt with in a constructive way. The STS-93 short circuit led to detailed wiring inspections and repairs on all four orbiters as well as analysis of other key subsystems for similar types of hidden damage. The ISS launch delays afforded time for further testing, training, development, and contingency planning. The safety consciousness of the NASA and contractor workforces, from hands-on labor to top management, continues high. Nevertheless, workforce issues remain among the most serious safety concerns of the Panel. Cutbacks and reorganizations over the past several years have resulted in problems related to workforce size, critical skills, and the extent of on-the-job experience. These problems have the potential to impact safety as the Space Shuttle launch rate increases to meet the demands of the ISS and its other customers. As with last year's report, these work- force-related issues were considered of sufficient import to place them first in the material that follows. Some of the same issues of concern for the Space Shuttle and ISS arose in a review of the launch vehicle for the Terra mission that the Panel was asked by NASA to undertake. Other areas the Panel was requested to assess included the readiness of the Inertial Upper Stage for the deployment of the Chandra X-ray Observatory and the possible safety impact of electromagnetic effects on the Space Shuttle. The findings and recommendations in this report do not highlight any major, immediate issues that might compromise the safe pursuit of the various NASA programs. They do, however, cover concerns that the Panel believes should be addressed in the interest of maintaining NASA's excellent safety record.The Panel is pleased to note that remedial efforts for some of the findings raised are underway. Given appropriate funding and cooperative efforts among the Administration, the Congress and the various contractors, the Panel is convinced that safety problems can be avoided or solved resulting in lower risk for NASA's human space and aeronautics programs. Section II of this report contains specific findings and recommendations generated by Panel activities during the calendar year 1999. Section III presents more detailed information in support of these findings and recommendations. A current roster of Panel members, consultants, and staff is included as Appendix A. Appendix B contains NASA's response to the findings and recommendations from the 1998 annual report. It has been augmented this year to include brief explanations of why the Panel classified the NASA response as " open,""continuing," or "closed." Appendix C lists the fact-finding activities of the Panel in 1999.