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Huang Q, Lindgren N, Zhou Z, Li X, Kleiven S. A method for generating case-specific vehicle models from a single-view vehicle image for accurate pedestrian injury reconstructions. ACCIDENT; ANALYSIS AND PREVENTION 2024; 200:107555. [PMID: 38531282 DOI: 10.1016/j.aap.2024.107555] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 12/01/2023] [Revised: 02/20/2024] [Accepted: 03/19/2024] [Indexed: 03/28/2024]
Abstract
Developing vehicle finite element (FE) models that match real accident-involved vehicles is challenging. This is related to the intricate variety of geometric features and components. The current study proposes a novel method to efficiently and accurately generate case-specific buck models for car-to-pedestrian simulations. To achieve this, we implemented the vehicle side-view images to detect the horizontal position and roundness of two wheels to rectify distortions and deviations and then extracted the mid-section profiles for comparative calculations against baseline vehicle models to obtain the transformation matrices. Based on the generic buck model which consists of six key components and corresponding matrices, the case-specific buck model was generated semi-automatically based on the transformation metrics. Utilizing this image-based method, a total of 12 vehicle models representing four vehicle categories including family car (FCR), Roadster (RDS), small Sport Utility Vehicle (SUV), and large SUV were generated for car-to-pedestrian collision FE simulations in this study. The pedestrian head trajectories, total contact forces, head injury criterion (HIC), and brain injury criterion (BrIC) were analyzed comparatively. We found that, even within the same vehicle category and initial conditions, the variation in wrap around distance (WAD) spans 84-165 mm, in HIC ranges from 98 to 336, and in BrIC fluctuates between 1.25 and 1.46. These findings highlight the significant influence of vehicle frontal shape and underscore the necessity of using case-specific vehicle models in crash simulations. The proposed method provides a new approach for further vehicle structure optimization aiming at reducing pedestrian head injury and increasing traffic safety.
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Affiliation(s)
- Qi Huang
- Division of Neuronic Engineering, KTH Royal Institute of Technology, Stockholm, Sweden.
| | - Natalia Lindgren
- Division of Neuronic Engineering, KTH Royal Institute of Technology, Stockholm, Sweden
| | - Zhou Zhou
- Division of Neuronic Engineering, KTH Royal Institute of Technology, Stockholm, Sweden
| | - Xiaogai Li
- Division of Neuronic Engineering, KTH Royal Institute of Technology, Stockholm, Sweden
| | - Svein Kleiven
- Division of Neuronic Engineering, KTH Royal Institute of Technology, Stockholm, Sweden
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Siebert FW, Brambati F, Silva AL, Randrianarisoa J, Perego P. Gender disparities in observed motorcycle helmet use in Madagascar: female motorcyclists behave safer but have lower overall protection. Inj Prev 2024:ip-2023-044995. [PMID: 38307713 DOI: 10.1136/ip-2023-044995] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 06/20/2023] [Accepted: 01/18/2024] [Indexed: 02/04/2024]
Abstract
BACKGROUND Although motorcycle helmets can save lives in case of a crash, no helmet use data are available for many countries. When data is available, it is often only analysed as a global average, preventing targeted road safety education and legislative action. In this study, we conducted a detailed analysis of motorcycle helmet use in the capital of Madagascar. METHODS Using a cross-sectional observational field survey framework, we observed 17 230 individual motorcycles. We systematically recorded motorcycle riders' helmet use, position on the motorcycle, rider numbers and gender. RESULTS We found a general helmet use of 76.1%. Observed drivers had a significantly higher helmet use (84.6%) than passengers (47.7%), and subsequently helmet use per motorcycle decreased significantly when the number of riders per motorcycle increased. Female drivers had significantly higher helmet use than male drivers, and female passengers had significantly higher helmet use than male passengers. That is, on the same position of the motorcycle, female riders behaved safer than male riders. However, since female riders were more often passengers than drivers, their average helmet use was lower than that of male riders overall. Contrary to findings from other countries, motorcycle helmet use did not differ significantly throughout the day but was relatively constant. CONCLUSION Our results show the potential for injury and fatality prevention in Madagascar through increased passenger helmet use. This increase would also proportionally benefit female riders more than male riders. Findings regarding road safety legislation's applied impact, education, enforcement and future research needs are discussed.
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Affiliation(s)
- Felix Wilhelm Siebert
- Department of Technology, Management, and Economics, Technical University of Denmark, Kongens Lyngby, Denmark
| | | | - Ana Luísa Silva
- Centre for African and Development Studies (CEsA), Universidade de Lisboa, Lisboa, Portugal
- ONG Lalana, Antananarivo, Madagascar
| | | | - Paolo Perego
- Università Cattolica del Sacro Cuore, Milano, Italy
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Siebert FW, Riis C, Janstrup KH, Lin H, Hüttel FB. Computer vision-based helmet use registration for e-scooter riders - The impact of the mandatory helmet law in Copenhagen. JOURNAL OF SAFETY RESEARCH 2023; 87:257-265. [PMID: 38081699 DOI: 10.1016/j.jsr.2023.09.021] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 02/15/2023] [Revised: 08/13/2023] [Accepted: 09/21/2023] [Indexed: 12/18/2023]
Abstract
PROBLEM E-scooters are a new form of mobility used more frequently in urban environments worldwide. As there is evidence of an increased risk of head injuries, helmets are recommended and (less frequently) legislated. Denmark has enacted mandatory e-scooter helmet use legislation from January 1, 2022. So far, it is unclear how this newly implemented law influenced helmet use of e-scooter riders in Denmark immediately after its implementation. METHOD In this observational study, we register and compare e-scooter helmet use before the mandatory helmet use legislation (December 2021) and after (February 2022). As observational survey data collection in the field can be highly time-consuming, we conducted a video-based observation survey. We trained and applied a computer vision algorithm to automatically register e-scooter helmet use in the video data. RESULTS The trained algorithm produces accurate helmet use data, which does not differ significantly from human-registered helmet use. In applying the algorithm to video data collected in December 2021 and February 2022, we register an overall e-scooter helmet use of 4.4% in n = 1054 riders. Splitting the observation between the time before and after the implementation of the helmet use law reveals a significant increase in helmet use from 1.80% to 5.56%. DISCUSSION In this study, we successfully train and apply an object detection algorithm to register accurate helmet use data in videos collected in Copenhagen, Denmark. Using this algorithm, we find a significant impact of a new mandatory e-scooter helmet use law on e-scooter riders' helmet use behavior. Limitations of the study as well as future research needs, are discussed. PRACTICAL APPLICATIONS Computer vision algorithms can be used for accurate e-scooter helmet assessments. Implementing a mandatory helmet use law can increase helmet use of e-scooters at specific observation sites.
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Affiliation(s)
- Felix Wilhelm Siebert
- DTU Management, Technical University of Denmark, Bygningstorvet 116, Kgs. Lyngby 2800, Denmark.
| | - Christoffer Riis
- DTU Management, Technical University of Denmark, Bygningstorvet 116, Kgs. Lyngby 2800, Denmark
| | - Kira Hyldekær Janstrup
- DTU Management, Technical University of Denmark, Bygningstorvet 116, Kgs. Lyngby 2800, Denmark
| | - Hanhe Lin
- School of Science and Engineering, University of Dundee, Nethergate, Dundee DD1 4HN, Scotland, United Kingdom
| | - Frederik Boe Hüttel
- DTU Management, Technical University of Denmark, Bygningstorvet 116, Kgs. Lyngby 2800, Denmark
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Leo C, Fredriksson A, Grumert E, Linder A, Schachner M, Tidborg F, Klug C. Holistic pedestrian safety assessment for average males and females. Front Public Health 2023; 11:1199949. [PMID: 37670838 PMCID: PMC10476492 DOI: 10.3389/fpubh.2023.1199949] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Received: 04/04/2023] [Accepted: 08/04/2023] [Indexed: 09/07/2023] Open
Abstract
Objective An integrated assessment framework that enables holistic safety evaluations addressing vulnerable road users (VRU) is introduced and applied in the current study. The developed method enables consideration of both active and passive safety measures and distributions of real-world crash scenario parameters. Methods The likelihood of a specific virtual testing scenario occurring in real life has been derived from accident databases scaled to European level. Based on pre-crash simulations, it is determined how likely it is that scenarios could be avoided by a specific Autonomous Emergency Braking (AEB) system. For the unavoidable cases, probabilities for specific collision scenarios are determined, and the injury risk for these is determined, subsequently, from in-crash simulations with the VIVA+ Human Body Models combined with the created metamodel for an average male and female model. The integrated assessment framework was applied for the holistic assessment of car-related pedestrian protection using a generic car model to assess the safety benefits of a generic AEB system combined with current passive safety structures. Results In total, 61,914 virtual testing scenarios have been derived from the different car-pedestrian cases based on real-world crash scenario parameters. Considering the occurrence probability of the virtual testing scenarios, by implementing an AEB, a total crash risk reduction of 81.70% was achieved based on pre-crash simulations. It was shown that 50 in-crash simulations per load case are sufficient to create a metamodel for injury prediction. For the in-crash simulations with the generic vehicle, it was also shown that the injury risk can be reduced by implementing an AEB, as compared to the baseline scenarios. Moreover, as seen in the unavoidable cases, the injury risk for the average male and female is the same for brain injuries and femoral shaft fractures. The average male has a higher risk of skull fractures and fractures of more than three ribs compared to the average female. The average female has a higher risk of proximal femoral fractures than the average male. Conclusions A novel methodology was developed which allows for movement away from the exclusive use of standard-load case assessments, thus helping to bridge the gap between active and passive safety evaluations.
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Affiliation(s)
- Christoph Leo
- Vehicle Safety Institute, Graz University of Technology, Graz, Austria
| | | | - Ellen Grumert
- Swedish National Road and Transport Research Institute, VTI, Gothenburg, Sweden
| | - Astrid Linder
- Swedish National Road and Transport Research Institute, VTI, Gothenburg, Sweden
- Mechanics and Maritime Science, Chalmers University, Gothenburg, Sweden
| | - Martin Schachner
- Vehicle Safety Institute, Graz University of Technology, Graz, Austria
| | - Fredrik Tidborg
- Volvo Car Corporation, Torslanda HABVS-VAK, Gothenburg, Sweden
| | - Corina Klug
- Vehicle Safety Institute, Graz University of Technology, Graz, Austria
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Brill S, Payre W, Debnath A, Horan B, Birrell S. External Human-Machine Interfaces for Automated Vehicles in Shared Spaces: A Review of the Human-Computer Interaction Literature. SENSORS (BASEL, SWITZERLAND) 2023; 23:s23094454. [PMID: 37177658 PMCID: PMC10181761 DOI: 10.3390/s23094454] [Citation(s) in RCA: 1] [Impact Index Per Article: 1.0] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Subscribe] [Scholar Register] [Received: 02/13/2023] [Revised: 04/11/2023] [Accepted: 04/27/2023] [Indexed: 05/15/2023]
Abstract
Given the rise of automated vehicles from an engineering and technical perspective, there has been increased research interest concerning the Human and Computer Interactions (HCI) between vulnerable road users (VRUs, such as cyclists and pedestrians) and automated vehicles. As with all HCI challenges, clear communication and a common understanding-in this application of shared road usage-is critical in order to reduce conflicts and crashes between the VRUs and automated vehicles. In an effort to solve this communication challenge, various external human-machine interface (eHMI) solutions have been developed and tested across the world. This paper presents a timely critical review of the literature on the communication between automated vehicles and VRUs in shared spaces. Recent developments will be explored and studies analyzing their effectiveness will be presented, including the innovative use of Virtual Reality (VR) for user assessments. This paper provides insight into several gaps in the eHMI literature and directions for future research, including the need to further research eHMI effects on cyclists, investigate the negative effects of eHMIs, and address the technical challenges of eHMI implementation. Furthermore, it has been underlined that there is a lack of research into the use of eHMIs in shared spaces, where the communication and interaction needs differ from conventional roads.
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Affiliation(s)
- Sarah Brill
- Centre for Future Transport and Cities, Coventry University, Coventry CV1 5FB, UK
| | - William Payre
- Centre for Future Transport and Cities, Coventry University, Coventry CV1 5FB, UK
| | - Ashim Debnath
- Faculty of Science, Engineering and Built Environment, Deakin University, Waurn Ponds, VIC 3216, Australia
| | - Ben Horan
- Faculty of Science, Engineering and Built Environment, Deakin University, Waurn Ponds, VIC 3216, Australia
| | - Stewart Birrell
- Centre for Future Transport and Cities, Coventry University, Coventry CV1 5FB, UK
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Scarano A, Aria M, Mauriello F, Riccardi MR, Montella A. Systematic literature review of 10 years of cyclist safety research. ACCIDENT; ANALYSIS AND PREVENTION 2023; 184:106996. [PMID: 36774825 DOI: 10.1016/j.aap.2023.106996] [Citation(s) in RCA: 10] [Impact Index Per Article: 10.0] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 12/06/2022] [Revised: 01/25/2023] [Accepted: 01/31/2023] [Indexed: 06/18/2023]
Abstract
Cyclist safety is a research field that is gaining increasing interest and attention, but still offers questions and challenges open to the scientific community. The aim of this study was to provide an exhaustive review of scientific publications in the cyclist safety field. For this purpose, Bibliometrix-R tool was used to analyse 1066 documents retrieved from Web of Science (WoS) between 2012 and 2021. The study examined published sources and productive scholars by exposing their most influential contributions, presented institutions and countries most contributing to cyclist safety and explored countries open towards international collaborations. A keywords analysis provided the most frequent author keywords in cyclist safety shown in a word cloud with E-bike, behaviour, and crash severity representing the primary keywords. Furthermore, a thematic map of cyclist safety field drafted from the author's keywords was identified. The strategic diagram is divided in four quadrants and, according to both density and centrality, the themes can be classified as follows: 1) motor themes, characterized by high value of both centrality and density; 2) niche themes, defined by high density and low centrality; 3) emerging or declining themes, featured by low value of both centrality and density; and 4) basic themes, distinguished by high centrality and low density. The motor themes (i.e., the main topics in cyclist safety field) crash severity and bike network were further explored. The research findings will be useful to develop strategies for making bike a safer and more confident form of transport as well as to guide researchers towards the future scientific knowledge.
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Affiliation(s)
- Antonella Scarano
- University of Naples Federico II, Department of Civil, Architectural and Environmental Engineering, Italy.
| | - Massimo Aria
- University of Naples Federico II, Department of Mathematics and Statistics, Via Cinthia 26, 80126 Naples, Italy
| | - Filomena Mauriello
- University of Naples Federico II, Department of Civil, Architectural and Environmental Engineering, Via Claudio 21, 80125 Naples, Italy
| | - Maria Rella Riccardi
- University of Naples Federico II, Department of Mathematics and Statistics, Via Cinthia 26, 80126 Naples, Italy
| | - Alfonso Montella
- University of Naples Federico II, Department of Civil, Architectural and Environmental Engineering, Italy
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Kale NN, Lavorgna T, Vemulapalli KC, Ierulli V, Mulcahey MK. Traumatic orthopaedic motor vehicle injuries: Are there age and sex differences in pedestrian and cyclist accidents in a major urban center? Injury 2023:S0020-1383(23)00365-0. [PMID: 37085349 DOI: 10.1016/j.injury.2023.04.023] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Journal Information] [Submit a Manuscript] [Subscribe] [Scholar Register] [Received: 11/28/2022] [Revised: 03/22/2023] [Accepted: 04/12/2023] [Indexed: 04/23/2023]
Abstract
INTRODUCTION Injuries caused by road traffic have become the leading cause of death in people aged 5 to 29 years, with pedestrians and cyclists being disproportionately affected. Research has demonstrated age and sex differences in road accidents in European populations. The purpose of this study was to determine age and sex-specific differences in pedestrian and cyclist accidents involving passenger cars at a single Level 1 Trauma Center in a major US metropolitan area. METHODS We performed a retrospective chart review of 1,845 patients that presented to a single level 1 trauma center from January 1, 2016 - October 1st, 2021, and were involved in a motor vehicle vs. pedestrian or motor vehicle vs. cyclist accidents. Demographics, injury pattern, abbreviated injury scores (AIS), and hospital stay were analyzed, and the data was stratified by pedestrian vs. cyclist, biological sex, and race. Chi square analysis, t tests, and binomial logistic regression was used to examine sex and age-based differences. RESULTS Pedestrian vs. motor vehicle collisions (N = 1359, 74%) occurred more frequently than cyclists (N = 475, 26%) with an overall mortality rate of 6%. The mean age of pedestrians and cyclists was 39 and 42 years of age, respectively. Overall, more female than male patients had hand (mean=0.05 vs. 0.02) (p = 0.03) and pelvis fractures (mean 0.28 vs. 0.19) (p = 0.007). Females had a 1.2 times higher likelihood of getting a pelvis fracture than males (95% CI, 1.06 to 1.43). Linear regression analysis found a statistically significant relationship between older age and increased AIS severity (p < .001). Half of our sample consisted of Black patients (49.6% Black vs. 42.1% white). CONCLUSION Female pedestrians and cyclists are at increased risk of obtaining pelvis fractures when in a traumatic road accident than males, regardless of age stratification, and age is a predictor of injury severity. Our study also found that race-based differences exist, with Black patients being injured more frequently. Further research is needed to better understand demographics at risk for traumatic road accidents, as well as evaluation of city infrastructure for biking and walking.
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Affiliation(s)
- Nisha N Kale
- Tulane University School of Medicine Dept of Orthopaedic Surgery, New Orleans, LA, USA.
| | - Tessa Lavorgna
- Tulane University School of Medicine Dept of Orthopaedic Surgery, New Orleans, LA, USA
| | - K Chandra Vemulapalli
- Tulane University School of Medicine Dept of Orthopaedic Surgery, New Orleans, LA, USA
| | - Victoria Ierulli
- Tulane University School of Medicine Dept of Orthopaedic Surgery, New Orleans, LA, USA
| | - Mary K Mulcahey
- Tulane University School of Medicine Dept of Orthopaedic Surgery, New Orleans, LA, USA
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Gunasekaran K, Ul Islam S, Mao H. Understanding Head Injury Risks During Car-to-Pedestrian Collisions Using Realistic Vehicle and Detailed Human Body Models. STAPP CAR CRASH JOURNAL 2022; 66:175-205. [PMID: 37733825 DOI: 10.4271/2022-22-0006] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Indexed: 09/23/2023]
Abstract
Traumatic brain injury (TBI) is the leading cause of death and long-term disability in road traffic accidents (RTAs). Researchers have examined the effect of vehicle front shape and pedestrian body size on the risk of pedestrian head injury. On the other hand, the relationship between vehicle front shape parameters and pedestrian TBI risks involving a diverse population with varying body sizes has yet to be investigated. Thus, the purpose of this study was to comprehensively study the effect of vehicle front shape parameters and various pedestrian bodies ranging from 95th percentile male (AM95) to 6 years old (YO) child on the dynamic response of the head and the risk of TBIs during primary (vehicle) impact. At three different collision speeds (30, 40, and 50 km/h), a total of 36 car-to-pedestrian collisions (CPCs) were reconstructed using three different vehicle types (Subcompact passenger sedan, mid-sedan, and sports utility vehicle (SUV)) and four distinct THUMS pedestrian finite element (FE) models (AM50, AM95, AF05, and 6YO). We assessed skull stress and brain strains besides head linear and rotational kinematics. Our findings indicate that vehicle shape parameters especially bonnet leading edge height (BLEH), when being divided by the height of the Center of Gravity of the human body, correlated positively to head kinematics. The data from this study using realistic vehicle structures and detailed human body models showed that smaller BLEH/CG ratios reduced head injury criteria (HIC) and brain injury criteria (BrIC) values for the car center to mid-stance walking pedestrian impacts but with low-to-moderate R squared values between 0.2 to 0.5. Smaller BLEH/CG reduced head lateral bending velocities with R squared values of 0.57 to 0.63 for all impact velocities, and reduced HIC with R squared value of 0.62 for 50 km/h cases. In the future, simulations with realistic car structures and detailed human body models will be further used to simulate impacts at different locations and with various body shapes/postures.
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Affiliation(s)
- Kalish Gunasekaran
- Mechanical and Materials Engineering, Western University, London ON, Canada
| | - Sakib Ul Islam
- Mechanical and Materials Engineering, Western University, London ON, Canada
| | - Haojie Mao
- Mechanical and Materials Engineering, Western University, London ON, Canada
- School of Biomedical Engineering, Western University, London ON, Canada
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Liu Y, Wan X, Xu W, Shi L, Bai Z, Wang F. A novel approach to investigate effects of front-end structures on injury response of e-bike riders: Combining Monte Carlo sampling, automatic operation, and data mining. ACCIDENT; ANALYSIS AND PREVENTION 2022; 168:106599. [PMID: 35219105 DOI: 10.1016/j.aap.2022.106599] [Citation(s) in RCA: 2] [Impact Index Per Article: 1.0] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 11/22/2021] [Revised: 01/17/2022] [Accepted: 02/09/2022] [Indexed: 06/14/2023]
Abstract
Transportation safety related to e-bikes is becoming more problematic with the growing popularity in recent decade years, however, rare studies focused on the protection for e-bike riders in traffic accidents. This paper aimed to investigate the relationship between vehicle front-end structures and rider's injury based on a novel approach including modeling, sampling, and analyzing. Firstly, a parametrized model for front-end structures of the vehicle was developed with nine parameters to realize the standardization of multi-body models of car to e-bike collision considering three stature riders and different impacting velocities. Secondly, a framework, combining Monte Carlo sampling for twelve initial variables and automatic operation for 1000 impact simulations, was built to obtain valid results automatically and then to construct a big dataset. Finally, according to the sensitive variables to riders' vulnerable regions, the decision tree algorithm was further adopted to develop the decision or prediction model on injuries. The novel approach achieved the stochastical generation of vehicle shapes and the automatic operation of multi-body models. The results showed that the rider's head, pelvis, and thighs were more vulnerable to being injured in the car to e-bike perpendicular accidents. The three decision tree models (HIC15, lateral force of pelvis, bending moment of upper leg) were validated to be accurate and reliable according to the confusion matrix with the precision of more than 80% and the receiver operating characteristic curves (ROC) with the under area more than 85%. Based on decision tree models, not only the effects of front-end structural parameters on the corresponding injury but also the interaction mechanism between various variables can be clearly interpreted. Each route from the same root node to hierarchical middle nodes then to various leaf nodes represented a decision-making process. And the different branches under the same decision node directly illustrated the correlation between variables, which is highly readable and comprehensible. During the safety performance design of front-end structures, the rational value of variables could be decided according to decision routes that resulted in lower injury levels; Even if the accident was inevitable, the collision parameters could be controlled within a certain range for the least injury according to the prediction rules. Based on the novel framework coupling Monte Carlo sampling and automatic operation, it's foreseeable to apply the parametric and standard car-to-e-bike collision models to develop the virtual test system and to optimize front-end shapes for rider's protection.
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Affiliation(s)
- Yu Liu
- State Key Laboratory of Advanced Design and Manufacturing for Vehicle Body, Hunan University, Changsha 410082, China; State Key Laboratory of Vehicle NVH and Safety Technology, China Automotive Engineering Research Institute Co., Ltd., Chongqing 401122, China
| | - Xinming Wan
- State Key Laboratory of Advanced Design and Manufacturing for Vehicle Body, Hunan University, Changsha 410082, China; State Key Laboratory of Vehicle NVH and Safety Technology, China Automotive Engineering Research Institute Co., Ltd., Chongqing 401122, China.
| | - Wei Xu
- State Key Laboratory of Vehicle NVH and Safety Technology, China Automotive Engineering Research Institute Co., Ltd., Chongqing 401122, China
| | - Liangliang Shi
- State Key Laboratory of Vehicle NVH and Safety Technology, China Automotive Engineering Research Institute Co., Ltd., Chongqing 401122, China
| | - Zhonghao Bai
- State Key Laboratory of Advanced Design and Manufacturing for Vehicle Body, Hunan University, Changsha 410082, China
| | - Fang Wang
- School of Automotive and Mechanical Engineering, Changsha University of Science and Technology, Changsha 410205, China
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10
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Liu Y, Wan X, Xu W, Shi L, Deng G, Bai Z. An intelligent method for accident reconstruction involving car and e-bike coupling automatic simulation and multi-objective optimizations. ACCIDENT; ANALYSIS AND PREVENTION 2022; 164:106476. [PMID: 34844065 DOI: 10.1016/j.aap.2021.106476] [Citation(s) in RCA: 5] [Impact Index Per Article: 2.5] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 07/12/2021] [Revised: 11/02/2021] [Accepted: 11/03/2021] [Indexed: 06/13/2023]
Abstract
Car-electric bicycle (e-bike) accidents have been the subject of strong attention due to the widespread usage of e-bikes and a high casualty rate for their riders. Manually conducted accident reconstruction is based on the trial-and-error method with a limited number of parameter combinations, which makes it time-consuming and subjective. This paper aims to develop an intelligent method for accurate, high-efficient reconstruction of accidents involving cars and e-bikes. First, an automatic operation framework, which can drive the MADYMO program and perform results analysis automatically, was built with four multi-objective optimization algorithms available - NSGA-Ⅱ, NCGA, AMGA, and MOPS; The optimization condition was controlled with 12 design variables, 5 objective functions, and 3 constraints. Then, a real e-bike accident with surveillance video was reconstructed through the proposed framework to verify its validity using comparisons of simulated and actual rest positions, initial variables, kinematic response, and head injury. Lastly, the simulation data were used to study the effects of the initial variables on objectives with a multiple linear regression model. The results showed that it took only about 24 h in total for optimization with 480 automatic operations. Optimal conditions were searched at run numbers of 469, 430, 323, and 474 for NSGA-Ⅱ, NCGA, AMGA, and MOPS, respectively. NSGA-Ⅱ had the best performance for e-bike accident reconstruction with average errors of objectives below 5%; Good consistencies for the rider's kinematic response in three stages after collision were observed between simulations and screenshots from the surveillance video, as well as for velocities between the simulation and those estimated from the surveillance video and for head injury between the simulation and the medical report. In contrast to the subjective trial-and-error method that highly depends on the analyst's intuition and experience, this intelligent method is based on multi-objective optimization theory, with which results can be optimized in terms of the automatic change of initial variables. All the above comparisons demonstrate that the method is valid for effectively improving efficiency without simultaneously compromising accuracy. This intelligent method, coupling automatic simulation and multi-objective optimization, can also be applied to other accident reconstructions, and the significant order of initial variables' effects on objectives can provide recommendations for further reconstructions.
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Affiliation(s)
- Yu Liu
- State Key Laboratory of Advanced Design and Manufacturing for Vehicle Body, Hunan University, Changsha 410082, China; State Key Laboratory of Vehicle NVH and Safety Technology, China Automotive Engineering Research Institute Co., Ltd., Chongqing 401122, China
| | - Xinming Wan
- State Key Laboratory of Advanced Design and Manufacturing for Vehicle Body, Hunan University, Changsha 410082, China; State Key Laboratory of Vehicle NVH and Safety Technology, China Automotive Engineering Research Institute Co., Ltd., Chongqing 401122, China
| | - Wei Xu
- State Key Laboratory of Vehicle NVH and Safety Technology, China Automotive Engineering Research Institute Co., Ltd., Chongqing 401122, China
| | - Liangliang Shi
- State Key Laboratory of Vehicle NVH and Safety Technology, China Automotive Engineering Research Institute Co., Ltd., Chongqing 401122, China
| | - Gongxun Deng
- Key Laboratory of Traffic Safety on Track, Ministry of Education, School of Traffic & Transportation Engineering, Central South University, Changsha 410075, China
| | - Zhonghao Bai
- State Key Laboratory of Advanced Design and Manufacturing for Vehicle Body, Hunan University, Changsha 410082, China.
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Gildea K, Hall D, Simms C. Configurations of underreported cyclist-motorised vehicle and single cyclist collisions: Analysis of a self-reported survey. ACCIDENT; ANALYSIS AND PREVENTION 2021; 159:106264. [PMID: 34274731 DOI: 10.1016/j.aap.2021.106264] [Citation(s) in RCA: 7] [Impact Index Per Article: 2.3] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 02/11/2021] [Revised: 04/22/2021] [Accepted: 06/10/2021] [Indexed: 06/13/2023]
Abstract
Lower severity cycling collisions, and single cyclist collisions (or single bicycle crashes) are significantly underreported in police statistics, introducing biases into the types of collisions that are available for analysis. Furthermore, many lower severity collisions do not appear in other collision data sources (e.g. hospital and insurance data). This in turn affects priorities for cyclist safety and puts an underemphasis on certain collision types. Due to an absence of data, little is known of the configurations of unreported collisions. In this paper, data from a recent self-reporting survey of cycling collisions in Ireland is used to provide details of cyclist collisions with motorised vehicles and single cyclist collisions, with the inclusion of unreported collision types. Pre-crash scenarios and impact configurations for cyclist collisions with bonnet-type vehicles, and collision factors and fall types for single cyclist collisions are coded. Injury patterns and police underreporting levels are compared, and representative collision scenarios are identified. This study highlights the relative importance of collisions resulting from the cyclist and vehicle travelling in the same direction, specifically, nearside-hook, vehicle lane changing, and overtaking manoeuvres are emphasised. Furthermore, cases involving the cyclist struck from the side by vehicle fronts comprise a smaller share than previous studies. Specifically, side to side impacts, impacts between the front of the cyclist/bicycle and the side of the vehicle, and impacts with open(ing) doors emerge as important impact configurations with the inclusion of self-reported cases. For single cyclist collisions, the importance of loss of traction of the tyres due to slippery road conditions and interactions with tram tracks and kerbs are emphasised. Fall types differ between single cyclist collision scenarios and are related to differences in injury severity. These findings add to existing knowledge for fatal and higher severity collisions, demonstrating that cyclist safety priorities change with inclusion of underreported, and lower severity collisions. The findings are particularly relevant to road infrastructural planners, as well as in the fields of injury biomechanics, and automated vehicle safety (ADAS). Representative scenarios for collisions with bonnet-type vehicles and single cyclist collisions have been identified, allowing for their future inclusion in development of collision and injury prevention strategies. The dataset generated in this study is available from the authors on reasonable request.
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Affiliation(s)
- Kevin Gildea
- Department of Mechanical, Manufacturing, and Biomedical Engineering, Trinity College Dublin, Ireland.
| | - Daniel Hall
- Department of Mechanical, Manufacturing, and Biomedical Engineering, Trinity College Dublin, Ireland
| | - Ciaran Simms
- Department of Mechanical, Manufacturing, and Biomedical Engineering, Trinity College Dublin, Ireland.
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Kontaxi A, Ziakopoulos A, Yannis G. Investigation of the speeding behavior of motorcyclists through an innovative smartphone application. TRAFFIC INJURY PREVENTION 2021; 22:460-466. [PMID: 34124969 DOI: 10.1080/15389588.2021.1927002] [Citation(s) in RCA: 1] [Impact Index Per Article: 0.3] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 07/31/2020] [Revised: 04/09/2021] [Accepted: 05/04/2021] [Indexed: 06/12/2023]
Abstract
OBJECTIVE The objective of the present study is twofold: (i) to explore the riding behavior of motorcyclists while speeding, based on detailed riding analytics collected by smartphone sensors, and (ii) to investigate whether personalized feedback can improve motorcyclist behavior. METHODS In order to achieve the objective, a naturalistic riding experiment with a sample of 13 motorcyclists based on a smartphone application developed within the framework of the BeSmart project was conducted. Using risk exposure and riding behavior indicators calculated from smartphone sensor data, Generalized Linear Mixed-Effects Models are calibrated to correlate the percentage of riding time over the speed limit with other riding behavior indicators. An overall model was developed for all trips, as well as separate models for the parts of trips realized on different road types (urban and rural). RESULTS Results indicate that the parameters of trip duration, distance driven during risky hours, morning peak hours and the number of harsh accelerations are all determined as statistically significant and positively correlated with the percentage of speeding time. Additionally, the provision of rider feedback and riding during afternoon peak hours are statistically significant and correlated with decreased percentages of speeding time. CONCLUSIONS The outcomes of this study entail both scientific and social impacts. The present research contributes a preliminary example of the quantitative documentation of the impact of personalized rider feedback on one of the most important human risk factors; speeding. The ultimate objective when providing feedback to riders is to: (i) trigger their learning and self-assessment process, thus enabling them to gradually improve their performance and (ii) monitor the shift of riding behavior as the application provides feedback. The present results capture and quantify the positive effects of rider feedback, thus providing needed impetus for larger-scale applications as well as relevant policy interventions.
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Affiliation(s)
- Armira Kontaxi
- Department of Transportation Planning and Engineering, National Technical University of Athens, Athens, Greece
| | - Apostolos Ziakopoulos
- Department of Transportation Planning and Engineering, National Technical University of Athens, Athens, Greece
| | - George Yannis
- Department of Transportation Planning and Engineering, National Technical University of Athens, Athens, Greece
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13
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Leo C, Rizzi MC, Bos NM, Davidse RJ, Linder A, Tomasch E, Klug C. Are There Any Significant Differences in Terms of Age and Sex in Pedestrian and Cyclist Accidents? Front Bioeng Biotechnol 2021; 9:677952. [PMID: 34109167 PMCID: PMC8183819 DOI: 10.3389/fbioe.2021.677952] [Citation(s) in RCA: 2] [Impact Index Per Article: 0.7] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Download PDF] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 03/08/2021] [Accepted: 04/29/2021] [Indexed: 12/01/2022] Open
Abstract
This study has analyzed sex-specific differences in pedestrian and cyclist accidents involving passenger cars. The most frequently injured body regions, types of injuries, which show sex-specific differences and the general accident parameters of females and males were compared. Accident data from three different European countries (Austria, Netherlands, Sweden) were analyzed. The current analysis shows that for both, females and males, pedestrian and cyclist injuries are sustained mainly to the body regions head, thorax, upper extremities and lower extremities. The results show that the odds for sustaining skeletal injuries to the lower extremities (incl. pelvis) in females are significantly higher. It was observed in all datasets, that the odds of females being involved in a rural accident or an accident at night are lower than for males. Elderly pedestrian and cyclist (≥60YO) tend to sustain more severe injuries (AIS2+ and AIS3+) than younger pedestrian and cyclists (<60YO) in some of the datasets. The findings of this study highlight the differences in males and females in both, accident scenarios and sustained injuries. Further investigations are needed to distinguish between gender- and sex-specific differences causing the different injury patterns.
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Affiliation(s)
- Christoph Leo
- Vehicle Safety Institute, Graz University of Technology, Graz, Austria
| | - Maria C Rizzi
- Swedish National Road and Transport Research Institute, VTI, Gothenburg, Sweden
| | - Niels M Bos
- SWOV Institute for Road Safety Research, The Hague, Netherlands
| | | | - Astrid Linder
- Swedish National Road and Transport Research Institute, VTI, Gothenburg, Sweden.,Mechanics and Maritime Science, Chalmers University, Gothenburg, Sweden
| | - Ernst Tomasch
- Vehicle Safety Institute, Graz University of Technology, Graz, Austria
| | - Corina Klug
- Vehicle Safety Institute, Graz University of Technology, Graz, Austria
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14
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Wang X, Peng Y, Yi S, Wang H, Yu W. Risky behaviors, psychological failures and kinematics in vehicle-to-powered two-wheeler accidents: Results from in-depth Chinese crash data. ACCIDENT; ANALYSIS AND PREVENTION 2021; 156:106150. [PMID: 33932817 DOI: 10.1016/j.aap.2021.106150] [Citation(s) in RCA: 3] [Impact Index Per Article: 1.0] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 12/07/2020] [Revised: 04/08/2021] [Accepted: 04/17/2021] [Indexed: 06/12/2023]
Abstract
As the use of powered two-wheeler (PTW) becomes increasingly prevalent, PTW accidents are emerging as a major threat to the people's life and property in China. Understanding the risky behaviors, psychological failures and kinematics in vehicle-to-PTW accidents is an important first step in addressing this issue. Here 69 vehicle-to-PTW accidents captured on video from the Traffic Accident Investigation and Research in China (TAIRC) database are selected and reconstructed. All accidents are categorized into different crash scenarios using a harmonized method. Accident causations are identified from the perspectives of praxeology and psychology. Kinematics characteristics, such as impact speed and relative position, are also analyzed. The results show the crossing accident bundle is the most frequent followed by rear, oncoming and run-up accident bundles, with proportions of 43.48 %, 27.54 %, 11.59 % and 17.39 % respectively. Accident causations of different crash scenarios have great differences whether in accident responsibilities or in psychological failures. For instance, the PTW riders who violate the traffic regulations need to be mainly responsible for most crossing accidents, whereas most rear accidents are blamed on drivers who fail to properly check their mirrors when they turn, turn around or change lanes. From the perspective of psychology, the perception failures encountered by both drivers and riders are a typical causation in crossing accidents, while it is a contributing factor in rear accidents that a failure of prognosis from the rider combined with a failure of perception from the driver. Visual obstruction exists widely in crossing and oncoming accident bundles. The impact speeds of vehicles and PTWs are often less than 40 km/h in all accident bundles. A wider sensing area (field of view = 90°, view detection range = 35 m) should be achieved to more effectively detect the conflict PTWs. These findings about vehicle-PTW accidents provide a stronger support for the development of prevention countermeasures and advanced driver assistance system.
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Affiliation(s)
- Xinghua Wang
- Key Laboratory of Traffic Safety on Track of Ministry of Education, School of Traffic & Transportation Engineering, Central South University, Changsha, 410075, China; Chongqing Key Laboratory of Vehicle Emission and Economizing Energy, Chongqing, 401122, China
| | - Yong Peng
- Key Laboratory of Traffic Safety on Track of Ministry of Education, School of Traffic & Transportation Engineering, Central South University, Changsha, 410075, China
| | - Shengen Yi
- Research Laboratory of Hepatobiliary Diseases and Department of General Surgery, The Second Xiangya Hospital, Central South University, Changsha, 410075, China.
| | - Honggang Wang
- Key Laboratory of Traffic Safety on Track of Ministry of Education, School of Traffic & Transportation Engineering, Central South University, Changsha, 410075, China
| | - Weifeng Yu
- Key Laboratory of Traffic Safety on Track of Ministry of Education, School of Traffic & Transportation Engineering, Central South University, Changsha, 410075, China
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15
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Abstract
Road accident occurrence is often the result of driving system malfunctions, and road safety improvements need to focus on all basic driving components—the vehicle, road infrastructure, and road users. Only focusing on one type of improvement does not necessarily lead to increased road safety. Instead, improved road safety requires comprehensive measures that consider all factors using in-depth accident analysis. The proposed measures, based on the findings from in-depth data that have general applicability, are necessary to determine whether data gained from in-depth studies adequately represent national statistics. This article aims to verify the representativeness of the Czech In-Depth Accident Study at a national level. The main contribution of this article lies in the use of a weighting method (specifically, a raking procedure) to generalise research results and render them applicable to a whole population. The obtained results could be beneficial at the national level, in the Czech Republic, and also on the supranational level. The applicability of this method on accident data is verified; thus, the method can be applied also in other countries or can be used to verify the applicability of conclusions from the Czech in-depth study also on a European or worldwide level.
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Rodríguez-Velásquez J, González-Bernal MA, Ruiz-Gómez A, Guzmán-de la Rosa E, Pallejá-Lopez D, Barrios-Arroyave F, Valero-Alvarado O, Soracipa-Muñoz R, López-Sardoth N, Rodríguez-Hernandez J. Predicción temporal del número de muertes por lesiones causadas por tránsito en Estados Unidos. BIONATURA 2021. [DOI: 10.21931/rb/2021.06.02.23] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Abstract] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Indexed: 11/09/2022] Open
Abstract
Los estudios realizados hasta el momento sobre el comportamiento de los accidentes de tráfico han sido descriptivos; sin embargo, este comportamiento al ser estudiado como un sistema dinámico cuya evolución es predecible en el tiempo ha llevado al diseño de una nueva metodología matemática la cual establece órdenes a una aparente imprevisibilidad, el objetivo del presente estudio es predecir mediante la dinámica probabilística de caminata aleatoria y probabilidad. de la tasa de mortalidad por accidentes de tránsito en los Estados Unidos al 2013. El comportamiento de la tasa de mortalidad por accidentes de tránsito en los Estados Unidos se analiza para el período 1994-2012 desde un contexto físico y matemático, estableciendo longitudes de análisis probabilístico y probabilístico de cuatro espacios, para determinar relativo un aumento anual consecutivo y disminuciones que es la tasa de fatalidades probable tránsito 2013. En el 2013 Estados Unidos informó que la tasa de mortalidad por accidentes de tránsito fue de 10,35 por 100.000 habitantes, el valor previsto fue de 10,6, logrando una tasa de éxito del 98% del valor real. El comportamiento dinámico de las víctimas mortales de tráfico en Estados Unidos, según un orden matemático de causalidad en el que fue posible predecir la tasa de víctimas mortales de tránsito para 2013.
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Affiliation(s)
| | | | - Adiela Ruiz-Gómez
- Odontóloga. Docente Universidad Cooperativa de Colombia. Bogotá, Colombia
| | | | | | | | - Oscar Valero-Alvarado
- MD. M.Sc. Infecciones y Salud en el Trópico. Epidemiólogo. Escuela de Ciencias de la Salud. Universidad Nacional Abierta y a Distancia. Bogotá, Colombia
| | - Ribká Soracipa-Muñoz
- Lic. Física. Investigadora Grupo Insight. Asociación Colombiana de Neurocirugía. Bogotá, Colombia
| | - Nathalia López-Sardoth
- Estudiante de física. Universidad de Los Andes. Investigadora Grupo Insight. Centro de Investigaciones Clínica del Country. Bogotá, Colombia
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17
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Abd El Fatah SA. Multifarious experiences of women drivers post-car accidents: An urban community experience. WOMENS STUDIES INTERNATIONAL FORUM 2021. [DOI: 10.1016/j.wsif.2021.102449] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Indexed: 10/22/2022]
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18
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Talbot R, Brown L, Morris A. Why are powered two wheeler riders still fatally injured in road junction crashes? - A causation analysis. JOURNAL OF SAFETY RESEARCH 2020; 75:196-204. [PMID: 33334478 DOI: 10.1016/j.jsr.2020.09.009] [Citation(s) in RCA: 5] [Impact Index Per Article: 1.3] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 09/23/2019] [Revised: 04/27/2020] [Accepted: 09/22/2020] [Indexed: 06/12/2023]
Abstract
INTRODUCTION Powered Two Wheeler (PTW) crashes continue to be a road safety concern with a plateauing of the number of associated fatalities. METHOD Forty one UK fatal or serious injury crashes involving a PTW and another vehicle at a junction were examined. Crash causation was analysed using the Driver Reliability and Error Analysis Method (DREAMv3.2). Crashes were split into two groups: Group A, where the other vehicle was travelling in the opposite direction to the PTW and commenced a right turn across the PTW's path; and Group B where the other vehicle turned right out of a side road (or entrance) across the PTW's path. RESULTS Overall, the factor that led directly to the crash (phenotype) was most commonly 'too high speed' or 'too late action' for the motorcyclist and 'too early action' for the other driver. Missed or late observations were contributory factors for both PTW riders and other vehicle drivers. Some differences between groups were observed with the PTW riders in Group B more likely to have 'insufficient skills' and the other vehicle drivers in Group A more likely to have 'attention allocation' as a causation factor. For both groups the crashes occurred because the other vehicle failed to give way to the PTW with causation chains that suggest 'looked but failed to see' is still an issue in this type of crash. The excessive speed of the PTW contributed to some crashes. CONCLUSIONS This analysis suggests that drivers failing to give way to PTW riders at junctions is still a problem. This may relate to the 'looked but did not see' phenomenon. Causation differences were observed between the examined groups. Practical considerations: The DREAM methodology is an effective tool in analysing crash data from police collision investigation reports. Different countermeasures may be necessary to prevent different types of junction crashes.
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Affiliation(s)
- Rachel Talbot
- Loughborough University, Ashby Road, Loughborough LE11 3TU, United Kingdom.
| | - Laurie Brown
- Loughborough University, Ashby Road, Loughborough LE11 3TU, United Kingdom
| | - Andrew Morris
- Loughborough University, Ashby Road, Loughborough LE11 3TU, United Kingdom
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19
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20
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Murphy P, Morris A. Quantifying accident risk and severity due to speed from the reaction point to the critical conflict in fatal motorcycle accidents. ACCIDENT; ANALYSIS AND PREVENTION 2020; 141:105548. [PMID: 32361269 DOI: 10.1016/j.aap.2020.105548] [Citation(s) in RCA: 3] [Impact Index Per Article: 0.8] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Subscribe] [Scholar Register] [Received: 06/12/2019] [Revised: 03/06/2020] [Accepted: 04/10/2020] [Indexed: 05/26/2023]
Abstract
In fatal road vehicle accidents motorcycles are overrepresented per vehicle kilometre travelled. Fatal accidents involving motorcycles contain mode specific characteristics, and in common with fatal accidents involving all road users, speed typically presents as a significant contributory factor. The aim of the present study is to provide quantitative estimates for the contribution of speed in situations commencing from the reaction location to the safety critical event involving a motorcyclist and resulting in a fatal accident. The contribution of speed to the resulting accident risk and accident severity is considered from this reaction point. A speed-squared versus stopping distance domain, termed the severity-risk space, is examined to determine the accident measures. The defined accident measures, namely, accident risk, accident severity and accident severity risk are calculated for sixteen fatal accidents from a police dataset of recent UK motorcycle accidents. The estimates of the defined measures are provided in terms relative to values estimated for the vehicle travelling at the speed limit at the safety critical event. The relative accident risk in response to a safety critical situation shows a partial speed dependent reaction phase and a speed-squared dependent braking phase and ranges from 1.3 to 2.8. The speed-squared dependent accident severity measure ranges from 1.4 to 7.3 at pre-impact speeds. The relative accident severity risk shows speed squared to speed cubed dependency components during the reaction phase and a speed to the power of four dependent braking phase and ranges from 2.3 to 22.8. In eight cases the collision would have been avoided had the motorcyclist been travelling at the speed limit at the critical point and in the other eight cases the relative accident severity at impact ranged from 1.4 to 17.2. The speed-squared versus stopping distance domain provides an informative parameter space for considering the accident risk and accident severity dimensions of road user accidents.
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Affiliation(s)
- Peter Murphy
- Transport Safety Research Group, Design School, Loughborough University, Loughborough, UK
| | - Andrew Morris
- Transport Safety Research Group, Design School, Loughborough University, Loughborough, UK.
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21
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Samaka H, Tarlochan F, Abd. Manap ANB. Simulation method for redesign of cars hood structure to achieve the requirements of pedestrian protection during accidents. 2ND INTERNATIONAL CONFERENCE ON MATERIALS ENGINEERING & SCIENCE (ICONMEAS 2019) 2020. [DOI: 10.1063/5.0000342] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Track Full Text] [Subscribe] [Scholar Register] [Indexed: 09/02/2023]
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22
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Leo C, Klug C, Ohlin M, Bos NM, Davidse RJ, Linder A. Analysis of Swedish and Dutch accident data on cyclist injuries in cyclist-car collisions. TRAFFIC INJURY PREVENTION 2019; 20:S160-S162. [PMID: 31725328 DOI: 10.1080/15389588.2019.1679551] [Citation(s) in RCA: 3] [Impact Index Per Article: 0.6] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Indexed: 06/10/2023]
Abstract
Objective: To reduce the number of severe injuries sustained by cyclists in crashes with vehicles, it is important to understand which kinds of injuries are occurring to identify what should be assessed by means of virtual testing.Method: A detailed analysis of injuries was made based on Swedish and Dutch accident data. The most frequently injured body regions and the most frequent single injuries of these body regions were analysed.Results: Cyclists most frequently injured their heads, upper and lower extremities, and bone fractures as well as brain injuries were identified as one of the most important injuries.Conclusions: For the virtual assessment of cyclist protection, injury predictors for long bone, skull and pelvic fractures as well as brain injuries are required in Human Body Models.
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Affiliation(s)
- Christoph Leo
- Vehicle Safety Institute, Graz University of Technology, Graz, Austria
| | - Corina Klug
- Vehicle Safety Institute, Graz University of Technology, Graz, Austria
| | - Maria Ohlin
- Swedish National Road and Transport Research Institute, Vti, Gothenburg, Sweden
| | - Niels M Bos
- SWOV Institute for Road Safety Research, The Hague, Netherlands
| | | | - Astrid Linder
- Swedish National Road and Transport Research Institute, Vti, Gothenburg, Sweden
- Mechanics and Maritime Science, Chalmers University, Gothenburg, Sweden
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Youkhana B, Tavassol F, Johannsen H, Spalthoff S, Gellrich NC, Stier R. An in-depth technical and medical investigation of facial injuries caused by car accidents. Injury 2019; 50:1433-1439. [PMID: 31285054 DOI: 10.1016/j.injury.2019.06.023] [Citation(s) in RCA: 1] [Impact Index Per Article: 0.2] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Journal Information] [Submit a Manuscript] [Subscribe] [Scholar Register] [Received: 12/18/2018] [Accepted: 06/24/2019] [Indexed: 02/02/2023]
Abstract
BACKGROUND Many studies have investigated the issue of facial injuries caused by car accidents, but only a few have addressed the technical and clinical aspects of such accidents and injuries in depth. The aim of this study was to identify risk factors and protective elements for facial injuries in car accidents. METHODS We analysed the technical and clinical data of patients with facial injuries caused by car accidents over a 16-year period (2000-2016) and investigated the following factors: sitting position, sex, age, accident time, use of a seatbelt, deployment of the front airbag, direction of impact, speed at the time of collision, and occurrence and location of facial injuries. RESULTS Of the 1291 patients involved in car accidents who were included in our study, 291 (22.5%) had suffered facial injuries. We found a significant association between occurrence of facial injuries and sex, speed at the time of collision, impact from the back, seatbelt usage, and deployment of the front airbag. In accidents occurring at speeds over 40 km/h, automobile security measures had no significant influence on the occurrence of facial injuries in drivers and front-seat passengers. In accidents occurring at speeds between 0 and 20 km/h, seatbelt usage (without airbag deployment) solely showed a significant protective influence against the occurrence of facial injuries (odd ratio [OR], 0.130; confidence interval [CI], 0.038-0.451). In contrast, patients who were in accidents at speeds between 21 and 40 km/h suffered significantly fewer facial injuries when wearing a seatbelt with the front airbag being deployed (OR, 0.245; CI, 0.091-0.665) or undeployed (OR, 0.216; CI, 0.084-0.561). CONCLUSION Male sex and a high speed at the time of collision are significant risk factors for the occurrence of facial injuries. The security measurements evaluated in this study only exerted a protective influence at low speeds (below 40 km/h). This indicates a possible weakness of these security systems with regard to preventing facial injuries. Engineers could benefit from these findings and improve the efficiency of existing security measures and eventually help decrease the incidence of facial injuries.
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Affiliation(s)
- Bernard Youkhana
- Department for Cranio Maxillofacial Surgery, Medical School Hannover, Hannover, Germany
| | - Frank Tavassol
- Department for Cranio Maxillofacial Surgery, Medical School Hannover, Hannover, Germany
| | - Heiko Johannsen
- Accident Research Institute, Medical School Hannover, Hannover, Germany
| | - Simon Spalthoff
- Department for Cranio Maxillofacial Surgery, Medical School Hannover, Hannover, Germany
| | | | - Rebecca Stier
- Department for Cranio Maxillofacial Surgery, Medical School Hannover, Hannover, Germany.
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Li G, Wang F, Otte D, Simms C. Characteristics of pedestrian head injuries observed from real world collision data. ACCIDENT; ANALYSIS AND PREVENTION 2019; 129:362-366. [PMID: 31130209 DOI: 10.1016/j.aap.2019.05.007] [Citation(s) in RCA: 8] [Impact Index Per Article: 1.6] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 09/02/2018] [Revised: 04/15/2019] [Accepted: 05/06/2019] [Indexed: 06/09/2023]
Abstract
Head injury is one of the most common injury types in vehicle-to-pedestrian collisions, which leads to death and long-term disabilities. However, detailed analysis of pedestrian head injuries in real world collisions is scarce. Thus the current study used two samples of 120 cases and 184 cases extracted from 1060 pedestrian collision cases captured during 2000-2015 from the GIDAS (German In-Depth-Accident Study) database to investigate the detailed characteristics of AIS2+ pedestrian head injuries. Firstly, the interrelationship between different head injury types (skull fracture, focal brain injury, concussion and diffuse axonal injury (DAI)) was analysed using the sample of 120 cases which each had at least one AIS2+ head injury. Then the influences of impact speed, pedestrian age and car front shape parameters on the injury risk of skull fracture, focal brain injury and concussion were assessed using the logistic regression method, based on the sample of 184 AIS1+ cases where the primary head contact location was within the windscreen glass area. The results show that: skull fractures and focal brain injuries dominate for AIS3+ head injuries and are generally associated with each other; concussion is the most important injury type for AIS2 head injuries and usually occurs in isolation. Further, for head impacts to the windscreen glass area a higher bonnet leading edge helps to reduce concussion odds, and none of the selected car front shape parameters are significant for the odds of skull fracture and focal brain injury, and vehicle impact speed and pedestrian age are insignificant for concussion. These detailed characteristics of pedestrian head injuries provide a basis for future pedestrian head injury prevention strategies with skull fractures and focal brain injuries being the most important injuries to address.
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Affiliation(s)
- Guibing Li
- School of Mechanical Engineering, Hunan University of Science and Technology, Xiangtan, 411201, China
| | - Fang Wang
- School of Mechanical and Automotive Engineering, Xiamen University of Technology, Xiamen 361024, China
| | - Dietmar Otte
- Accident Research Unit, Medical University of Hannover, Hannover, 30625, Germany
| | - Ciaran Simms
- Trinity Centre for Bioengineering, Trinity College Dublin, Ireland.
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Kim SC, Lee HJ, Kim JM, Kong SY, Park JS, Jeon HJ, In YN, Kim H, Lee SW, Kim YT. Comparison of epidemiology and injury profile between vulnerable road users and motor vehicle occupants in road traffic fatalities. TRAFFIC INJURY PREVENTION 2019; 20:581-587. [PMID: 31329479 DOI: 10.1080/15389588.2018.1539840] [Citation(s) in RCA: 5] [Impact Index Per Article: 1.0] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 12/29/2017] [Revised: 08/04/2018] [Accepted: 10/19/2018] [Indexed: 06/10/2023]
Abstract
Objective: Road traffic injuries (RTIs) are a major global health issue causing a global burden of mortality and morbidity. Half of all fatalities on the world's roads are vulnerable road users (VRUs). The targeted intervention strategies based on fatality analysis focusing on VRUs can effectively contribute to reducing RTIs. This study aimed to compare VRUs and motor vehicle occupants (MVOs) in terms of epidemiology and injury profile. Methods: We utilized a nationwide, prospective database of RTI-related mortality cases for patients who visited 23 emergency departments between January 2011 and December 2015. All fatalities due to RTIs in the prehospital phase or in-hospital were eligible, excluding patients with unknown mode of transport and those admitted to general wards. The primary and secondary outcomes were fracture injuries and visceral injuries diagnosed using the International Classification of Diseases, Tenth Revision (ICD-10). We compared fracture injuries between VRUs and MVOs using Abbreviated Injury Scale (AIS) 2- and 2+ classification. Results: Among a total 3,694 road traffic fatalities (RTFs), 43.3% were pedestrians, followed by MVOs (27.0%), motorcyclists (18.9), bicyclists (6.6%), and agricultural vehicle users (4.2%). The elderly (>60 years old) accounted for 54.9% of VRU fatalities. RTFs occurred most frequently in the autumn and the VRU group and the MVO group showed significant differences in weekly and diurnal variation in RTFs. The injury severities (AIS 2+) of the head, neck, and thorax were significantly different between the 2 groups (P < 0.05). Head (32.1%) and intracranial (58.6%) injuries were the most common fracture and visceral injury sites for RTFs, followed by the thorax and intrathoracic organs (25.3 and 28.8%, respectively). Conclusions: Elderly pedestrians should be targeted for decreases in RTFs, and road traffic safety interventions for VRUs should be made based on the analysis of temporal epidemiology and injury profiles of RTFs.
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Affiliation(s)
- Sang-Chul Kim
- a Department of Emergency Medicine, Chungbuk National University Hospital , Seowon-gu , Cheongju-si , Chungcheongbuk-do , South Korea
| | - Hae-Ju Lee
- a Department of Emergency Medicine, Chungbuk National University Hospital , Seowon-gu , Cheongju-si , Chungcheongbuk-do , South Korea
| | - Ji-Min Kim
- a Department of Emergency Medicine, Chungbuk National University Hospital , Seowon-gu , Cheongju-si , Chungcheongbuk-do , South Korea
| | - So-Yeon Kong
- b Department of Emergency Medicine, Seoul National University Hospital , Jongno-gu , Seoul , South Korea
| | - Jung-Soo Park
- c Department of Emergency Medicine, School of Medicine, Chungnam National University, Chungnam National University Hospital , Jung-gu , Daejeon , Chungcheongnam-do , South Korea
| | - Hyeok-Jin Jeon
- d Department of Emergency Medical Technology, Choonhae College of Health Sciences , Ungchon-myeon , Ulju-gun , Ulsan , South Korea
| | - Yong-Nam In
- a Department of Emergency Medicine, Chungbuk National University Hospital , Seowon-gu , Cheongju-si , Chungcheongbuk-do , South Korea
| | - Hoon Kim
- a Department of Emergency Medicine, Chungbuk National University Hospital , Seowon-gu , Cheongju-si , Chungcheongbuk-do , South Korea
| | - Suk-Woo Lee
- a Department of Emergency Medicine, Chungbuk National University Hospital , Seowon-gu , Cheongju-si , Chungcheongbuk-do , South Korea
| | - Young-Taek Kim
- e Korea Centers for Disease Control and Prevention , Osong-eup, Heungdeok-gu , Cheongju-si , Chungcheongbuk-do , South Korea
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Atalar D, Thomas P. Powered two-wheeler crash scenario development. ACCIDENT; ANALYSIS AND PREVENTION 2019; 125:198-206. [PMID: 30771589 DOI: 10.1016/j.aap.2019.02.001] [Citation(s) in RCA: 1] [Impact Index Per Article: 0.2] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 08/15/2018] [Revised: 01/30/2019] [Accepted: 02/02/2019] [Indexed: 06/09/2023]
Abstract
Powered two wheeler (PTW) riders are a group of vulnerable road users that are overrepresented compared to other road user groups with regards to crash injury outcomes. The understanding of the dynamics that occur before a crash benefits in providing suitable countermeasures for said crashes. A clearer interpretation of which factors interact to cause collisions allows an understanding of the mechanisms that produce higher risk in specific situations in the roadway. Real world in-depth crash data provides detailed data which includes human, vehicular and environmental factors collected on site for crash analysis purposes. This study used macroscopic on-scene crash data collected in the UK between the years 2000-2010 as part of the "Road Accident In-depth Study" to analyse the factors that were prevalent in 428 powered two-wheeler crashes. A descriptive analysis and latent class cluster analysis was performed to identify the interaction between different crash factors and develop PTW scenarios based on this analysis. The PTW rider was identified as the prime contributor in 36% of the multiple vehicle crashes. Results identified seven specific scenarios, the main types of which identified two particular 'looked but failed to see' crashes and two types of single vehicle PTW crashes. In cases where the PTW lost control diagnosis failures were more common, for road users other than the PTW rider detection issues were of particular relevance.
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Affiliation(s)
- Deniz Atalar
- Loughborough Design School, Loughborough University, LE11 3TU, UK; Department of Psychology, Eastern Mediterranean University, Famagusta, North Cyprus, Mersin 10, Turkey.
| | - Pete Thomas
- Loughborough Design School, Loughborough University, LE11 3TU, UK.
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Siebert FW, Albers D, Naing UA, Perego P, Santikarn C. Patterns of motorcycle helmet use - A naturalistic observation study in Myanmar. ACCIDENT; ANALYSIS AND PREVENTION 2019; 124:146-150. [PMID: 30639687 DOI: 10.1016/j.aap.2019.01.011] [Citation(s) in RCA: 4] [Impact Index Per Article: 0.8] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Grants] [Track Full Text] [Subscribe] [Scholar Register] [Received: 06/19/2018] [Revised: 12/06/2018] [Accepted: 01/07/2019] [Indexed: 06/09/2023]
Abstract
Developing countries are subject to increased motorization, particularly in the number of motorcycles. As helmet use is critical to the safety of motorcycle riders, the goal of this study was to identify observable patterns of helmet use, which allow a more accurate assessment of helmet use in developing countries. In a video based observation study, 124,784 motorcycle riders were observed at seven observation sites throughout Myanmar. Recorded videos were coded for helmet use, number of riders on the motorcycle, rider position, gender, and time of day. Generally, motorcycle helmet use in Myanmar was found to be low with only 51.5% percent of riders wearing a helmet. Helmet use was highest for drivers (68.1%) and decreased for every additional passenger. It was lowest for children standing on the floorboard of the motorcycle (11.3%). During the day, helmet use followed a unimodal distribution, with the highest use observed during the late morning and lowest use observed in the early morning and late afternoon. Helmet use varied significantly between observation sites, ranging from 74.8% in Mandalay to 26.9% in Pakokku. In Mandalay, female riders had a higher helmet use than male riders, and helmet use decreased drastically on a national holiday in the city. Helmet use of motorcycle riders in Myanmar follows distinct patterns. Knowledge of these patterns can be used to design more precise helmet use evaluations and guide traffic law policy and police enforcement measures. Video based observation proved to be an efficient tool to collect helmet use data.
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Affiliation(s)
- Felix Wilhelm Siebert
- Department of Psychology and Ergonomics, Technische Universität Berlin, Marchstraße 12, 10587 Berlin, Germany.
| | - Deike Albers
- Technical University of Munich, Arcisstraße 21, 80333 Munich, Germany.
| | - U Aung Naing
- Myanmar Organization for Road Safety, People's Park, U Wisara Road, Yangon, Myanmar.
| | - Paolo Perego
- Catholic University of Milan, Largo Agostino Gemelli, 1, 20123 Milan, Italy.
| | - Chamaiparn Santikarn
- World Health Organization, No. 403, Shwe Taung Kyar Street, 11201 Yangon, Myanmar.
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Ding C, Rizzi M, Strandroth J, Sander U, Lubbe N. Motorcyclist injury risk as a function of real-life crash speed and other contributing factors. ACCIDENT; ANALYSIS AND PREVENTION 2019; 123:374-386. [PMID: 30597331 DOI: 10.1016/j.aap.2018.12.010] [Citation(s) in RCA: 21] [Impact Index Per Article: 4.2] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 06/29/2018] [Revised: 10/31/2018] [Accepted: 12/07/2018] [Indexed: 06/09/2023]
Abstract
The Vision Zero approach advocates for a road transport system designed with human injury tolerance and human fallibility as its basis. While biomechanical limits and the relationship between speed and injury outcome has been extensively investigated for car occupants and pedestrians, research analyzing this relationship for motorcyclists remains limited. The aim of this study was to address this issue by developing multivariate injury risk models for motorcyclists that estimate the relationship between speed and injury severity. For that purpose, motorcycle injury crashes from the German In-Depth Accident Study (GIDAS) database for the period 1999-2017 (n = 1037) were extracted. Different models were tested using logistic regression and backwards elimination of non-significant variables. The best fitting model in the current study included relative speed, type of crash opponent, impact location on the motorcycle and impact mechanism of the rider during the crash. A strong and significant relationship between relative speed and injury severity in motorcycle crashes was demonstrated. At 70 km/h, the risk for at least serious injuries in collisions with wide objects, crash barriers and narrow objects was 20%, 51%, and 64%, respectively. Further, it was found that head-on collisions between motorcycles and passenger cars, with both vehicles traveling at 60 km/h (a relative speed at 120 km/h), present 55% risk of at least serious injury to the motorcycle rider. More research is needed to fully understand the boundary conditions needed to design a safe road transport system for motorcyclists. However, this study provides important insights into the relationship between speed and injury severity for riders in various crash situations. The results may be useful in the discussion of appropriate speed limits and in determining the benefits of countermeasures which aim to reduce crash speed.
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Affiliation(s)
- Chengkai Ding
- Autoliv Vehicle Safety System Technical Center, Shanghai, China.
| | - Matteo Rizzi
- Swedish Transport Administration, Borlänge, Sweden
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Li Y, Zheng Y, Wang J, Kodaka K, Li K. Crash probability estimation via quantifying driver hazard perception. ACCIDENT; ANALYSIS AND PREVENTION 2018; 116:116-125. [PMID: 28595973 DOI: 10.1016/j.aap.2017.05.009] [Citation(s) in RCA: 3] [Impact Index Per Article: 0.5] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 11/27/2016] [Revised: 05/10/2017] [Accepted: 05/12/2017] [Indexed: 06/07/2023]
Abstract
Crash probability estimation is an important method to predict the potential reduction of crash probability contributed by forward collision avoidance technologies (FCATs). In this study, we propose a practical approach to estimate crash probability, which combines a field operational test and numerical simulations of a typical rear-end crash model. To consider driver hazard perception characteristics, we define a novel hazard perception measure, called as driver risk response time, by considering both time-to-collision (TTC) and driver braking response to impending collision risk in a near-crash scenario. Also, we establish a driving database under mixed Chinese traffic conditions based on a CMBS (Collision Mitigation Braking Systems)-equipped vehicle. Applying the crash probability estimation in this database, we estimate the potential decrease in crash probability owing to use of CMBS. A comparison of the results with CMBS on and off shows a 13.7% reduction of crash probability in a typical rear-end near-crash scenario with a one-second delay of driver's braking response. These results indicate that CMBS is positive in collision prevention, especially in the case of inattentive drivers or ole drivers. The proposed crash probability estimation offers a practical way for evaluating the safety benefits in the design and testing of FCATs.
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Affiliation(s)
- Yang Li
- State Key Laboratory of Automotive Safety and Energy, Tsinghua University, Beijing 100084, China
| | - Yang Zheng
- State Key Laboratory of Automotive Safety and Energy, Tsinghua University, Beijing 100084, China; Department of Engineering Science, University of Oxford, United Kingdom
| | - Jianqiang Wang
- State Key Laboratory of Automotive Safety and Energy, Tsinghua University, Beijing 100084, China.
| | - Kenji Kodaka
- Honda R&D Co. Ltd. Automobile R&D Centre, Tochigi 321-3393, Japan
| | - Keqiang Li
- State Key Laboratory of Automotive Safety and Energy, Tsinghua University, Beijing 100084, China
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Matsui Y, Oikawa S, Hitosugi M. Features of fatal injuries in older cyclists in vehicle-bicycle accidents in Japan. TRAFFIC INJURY PREVENTION 2018; 19:60-65. [PMID: 28581829 DOI: 10.1080/15389588.2017.1336663] [Citation(s) in RCA: 2] [Impact Index Per Article: 0.3] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 01/20/2017] [Accepted: 05/26/2017] [Indexed: 06/07/2023]
Abstract
OBJECTIVE The purpose of this study was to identify and better understand the features of fatal injuries in cyclists aged 75 years and over involved in collisions with either hood- or van-type vehicles. METHODS This study investigated the fatal injuries of cyclists aged 75 years old and over by analyzing accident data. We focused on the body regions to which the fatal injury occurred using vehicle-bicycle accident data from the Institute for Traffic Accident Research and Data Analysis (ITARDA) in Japan. Using data from 2009 to 2013, we examined the frequency of fatally injured body region by gender, age, and actual vehicle travel speed. We investigated any significant differences in distributions of fatal injuries by body region for cyclists aged 75 years and over using chi-square tests to compare with cyclists in other age groups. We also investigated the cause of fatal head injuries, such as impact with a road surface or vehicle. RESULTS The results indicated that head injuries were the most common cause of fatalities among the study group. At low vehicle travel speeds for both hood- and van-type vehicles, fatalities were most likely to be the result of head impacts against the road surface. The percentage of fatalities following hip injuries was significantly higher for cyclists aged 75 years and over than for those aged 65-74 or 13-59 in impacts with hood-type vehicles. It was also higher for women than men in the over-75 age group in impacts with these vehicles. CONCLUSIONS For cyclists aged 75 years and over, wearing a helmet may be helpful to prevent head injuries in vehicle-to-cyclist accidents. It may also be helpful to introduce some safety measures to prevent hip injuries, given the higher level of fatalities following hip injury among all cyclists aged 75 and over, particularly women.
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Affiliation(s)
- Yasuhiro Matsui
- a Automotive Research Department , National Traffic Safety and Environment Laboratory , Chofu, Tokyo , Japan
| | - Shoko Oikawa
- b Faculty of System Design , Tokyo Metropolitan University , Hino, Tokyo , Japan
| | - Masahito Hitosugi
- c Department of Legal Medicine , Shiga University of Medical Science , Otsu , Shiga , Japan
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Matsui Y, Oikawa S, Sorimachi K, Imanishi A, Fujimura T. Association of Impact Velocity with Serious-injury and Fatality Risks to Cyclists in Commercial Truck-Cyclist Accidents. STAPP CAR CRASH JOURNAL 2017; 61:355-371. [PMID: 29394445 DOI: 10.4271/2017-22-0013] [Citation(s) in RCA: 0] [Impact Index Per Article: 0] [Reference Citation Analysis] [Abstract] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Indexed: 06/07/2023]
Abstract
This study aimed to clarify the relationship between truck-cyclist collision impact velocity and the serious-injury and fatality risks to cyclists, and to investigate the effects of road type and driving scenario on the frequency of cyclist fatalities due to collisions with vehicles. We used micro and macro truck-cyclist collision data from the Japanese Institute for Traffic Accident Research and Data Analysis (ITARDA) database. We classified vehicle type into five categories: heavy-duty trucks (gross vehicle weight [GVW] ≥11 × 103 kg [11 tons (t)], medium-duty trucks (5 × 103 kg [5 t] ≤ GVW < 11 × 103 kg [11 t]), light-duty trucks (GVW <5 × 103 kg [5 t]), box vans, and sedans. The fatality risk was ≤5% for light-duty trucks, box vans, and sedans at impact velocities ≤40 km/h and for medium-duty trucks at impact velocities ≤30 km/h. The fatality risk was 6% for heavy-duty trucks at impact velocities ≤10 km/h. Thus, the fatality risk appears strongly associated with vehicle class and impact velocity. The results revealed that a 10 km/h reduction in impact velocities could mitigate the severity of cyclist injuries at impact velocities ≥30 km/h for all five vehicle types. The frequency of cyclist fatalities at intersections with traffic signals involving heavy-duty trucks was significantly higher during daytime than that at nighttime. Fatalities involving vehicles making a left turn generally increased with vehicle weight. The frequency of cyclist fatalities involving vehicles making a left turn was the largest for heavy-duty trucks both during daytime (67.6%) and at nighttime (52.3%).
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Damsere-Derry J, Palk G, King M. Road accident fatality risks for "vulnerable" versus "protected" road users in northern Ghana. TRAFFIC INJURY PREVENTION 2017; 18:736-743. [PMID: 28296466 DOI: 10.1080/15389588.2017.1302083] [Citation(s) in RCA: 19] [Impact Index Per Article: 2.7] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Indexed: 05/12/2023]
Abstract
BACKGROUND Road traffic injuries (RTIs) are a serious epidemic that claims more than a million lives across the globe each year. The burden of RTIs is particularly pronounced in Africa and other low- and middle-income countries. The unfavorable disparity of the burden of road trauma in the world is largely attributable to unsafe vehicles, lack of appropriate road infrastructure, and the predominance of vulnerable road users (VRUs) in developing countries. However, little research exists in northern Ghana to highlight the scale and risk of death among road users. OBJECTIVE The objective of this research was to establish the relative risk of death among road users in northern Ghana. METHODS Crash data from police reports between 2007 and 2011 were analyzed for the Upper Regions of Ghana. Conditional probabilities and multivariable logistic regression techniques were used to report proportions and adjusted odds ratios (AORs), respectively. RESULTS Generally, crashes in northern Ghana were extremely severe; that is, 35% of all injury related collisions were fatal. The proportion of fatal casualties ranged between 21% among victims of sideswipe collisions and 41% among pedestrians and victims of rear-end collisions. Though males were 6 times more likely to die than females overall, females were more likely to die as pedestrians (90% of all female casualty deaths) and males were more likely to die as riders/drivers (78% of all male casualty deaths). Pedestrians were 3 times more likely to die (odds ratio [OR] = 3.1; 95% confidence interval [CI], 2.4 to 4.1) compared with drivers/riders. Compared with drivers, the odds of death among cyclists was about 4 times higher (AOR = 3.6; 95% CI, 2.3 to 5.6) and about 2 times higher among motorcyclists (AOR = 1.6; 95% CI, 1.2 to 2.2). Compared with casualties aged between 30 and 59 years, children under 10 years and those aged 60 years and above were independently 2 times more likely to die in traffic collisions. CONCLUSION Provision of requisite road infrastructure is vital for the safety of VRUs in northern Ghana. Cycle paths and lanes (for cyclists) as well as sidewalks (for pedestrians) in particular will separate VRUs from motorists and improve their safety. Enforcement of traffic laws particularly regarding helmet use, speeding, and alcohol use will be beneficial. Introduction of the demerit points system in the enforcement of traffic regulations may have significant deterrent effects on road users who have the penchant for violating traffic regulations. Road safety education is also required to create responsible road users.
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Affiliation(s)
- James Damsere-Derry
- a Queensland University of Technology (QUT), Centre for Accident Research & Road Safety-Queensland (CARRS-Q) , Brisbane , Australia
- b CSIR-Building & Road Research Institute , Kumasi , Ghana
| | - Gavan Palk
- a Queensland University of Technology (QUT), Centre for Accident Research & Road Safety-Queensland (CARRS-Q) , Brisbane , Australia
| | - Mark King
- a Queensland University of Technology (QUT), Centre for Accident Research & Road Safety-Queensland (CARRS-Q) , Brisbane , Australia
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Fararouei M, Sedaghat Z, Sadat SJ, Shahraki G. Risk factors for being the at-fault driver: A case-control study. TRAFFIC INJURY PREVENTION 2017; 18:262-266. [PMID: 27715286 DOI: 10.1080/15389588.2016.1244604] [Citation(s) in RCA: 1] [Impact Index Per Article: 0.1] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 03/08/2016] [Accepted: 09/29/2016] [Indexed: 06/06/2023]
Abstract
OBJECTIVE It is estimated that road traffic accidents are globally responsible for approximately 1.2 million deaths and 20 to 50 million injuries. About 70% of traffic incidences (TIs) occur in developing countries and among countries with high TI rates; Iran is the first. The aim of this study was to measure the association between being responsible for a traffic accident and some vehicle, human; and environmental related factors in Yasuj, a city with a high incidence of road traffic injuries and deaths in Iran. METHODS This is a time-, date-, and place-matched case-control study conducted in 2015 using all traffic accidents registered and investigated by police during 2012. In total, 194 drivers were considered the at-fault driver in a traffic accident and the 194 drivers in the same collisions were included in the analysis. RESULTS Based on the results from multivariate conditional logistic regression, significant associations between vehicle maneuver (ORTurn to right or left/Moving forward = 11.10, 95% confidence interval [CI], 1.77-69.58, P = .01) and age (odds ratio [OR] = 1.11, 95% CI, 1.004-1.22, P = .04) and the chance of being an at-fault driver were found. CONCLUSION Driver behavior-related interventions including training and law enforcement seem to be more effective in reducing road traffic accidents in Iran.
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Affiliation(s)
- Mohammad Fararouei
- a HIV/AIDS Research Center, Shiraz University of Medical Sciences , Iran
| | - Zahra Sedaghat
- b Research Center for Health Sciences, Department Epidemiology , Shiraz University of Medical Sciences , Shiraz , Iran
| | - Seyed Javad Sadat
- c Faculty of Nursing and Midwifery , Yasuj University of Medical Sciences , Yasuj , Iran
| | - Gholamhossein Shahraki
- d Social Determinants of Health Research Center , Yasuj University of Medical Sciences , Yasuj , Iran
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Vanparijs J, Int Panis L, Meeusen R, de Geus B. Characteristics of bicycle crashes in an adolescent population in Flanders (Belgium). ACCIDENT; ANALYSIS AND PREVENTION 2016; 97:103-110. [PMID: 27612168 DOI: 10.1016/j.aap.2016.08.018] [Citation(s) in RCA: 16] [Impact Index Per Article: 2.0] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 03/08/2016] [Revised: 08/16/2016] [Accepted: 08/17/2016] [Indexed: 06/06/2023]
Abstract
INTRODUCTION In regions where transportation is mainly motorized, air pollution and traffic congestion are rife. Active transportation such as cycling might be a solution but safety is a major concern. An efficient science based safety policy is needed. The aim of this paper is to analyze in depth the bicycle crash causes and characteristics in an adolescent population (14-18 yr). METHODS By using questionnaires for self-reported bicycle crashes, bicycle crash data were collected from insurance companies (January 2014-June 2015) and from schools (November 2013-March 2014). Six bicycle crash causes were predefined and possible differences between schools and insurance companies were analyzed. RESULTS Eighty-six school and 78 insurance registered crashes were analyzed. "Distraction of the cyclist" and "third party crossing a bicycle path failing to see the cyclist" are the main causes of bicycle crashes (both 29%). Bad (maintained) infrastructure accounted for 21% of the crash causes. Bicycle crashes reported at insurance companies needed significantly more medical attention and led to high absenteeism (57% at least one day of absenteeism). Only 21% of the bicycle crashes reported at insurance companies were also reported in the official police database. CONCLUSION The human factor was the main cause accounting for 79% of the crashes. Bicycle crashes involving a car accounted for 42% and single bicycle crashes accounted for 31% of the total number of crashes. From the bicycle crashes registered at insurance companies 21% was also registered in official police statistics. A combination of information, education and changing the bicycle specific environment might reduce the consequences of human errors more efficiently.
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Affiliation(s)
- Jef Vanparijs
- Research group of Human Physiology, Faculty of Physical Education and Physical Therapy, Vrije Universiteit Brussel, Belgium
| | - Luc Int Panis
- Flemish Institute for Technological Research (VITO), Mol, Belgium; Transportation Research Institute (IMOB), Hasselt University, Diepenbeek, Belgium
| | - Romain Meeusen
- Research group of Human Physiology, Faculty of Physical Education and Physical Therapy, Vrije Universiteit Brussel, Belgium.
| | - Bas de Geus
- Research group of Human Physiology, Faculty of Physical Education and Physical Therapy, Vrije Universiteit Brussel, Belgium
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Decker S, Otte D, Cruz DL, Müller CW, Omar M, Krettek C, Brand S. Injury severity of pedestrians, bicyclists and motorcyclists resulting from crashes with reversing cars. ACCIDENT; ANALYSIS AND PREVENTION 2016; 94:46-51. [PMID: 27240128 DOI: 10.1016/j.aap.2016.05.010] [Citation(s) in RCA: 4] [Impact Index Per Article: 0.5] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 11/09/2015] [Revised: 05/04/2016] [Accepted: 05/12/2016] [Indexed: 06/05/2023]
Abstract
OBJECTIVE Pedestrians, bicyclists and motorcyclists can suffer serious injury in road traffic crashes. To date, no studies examine the injury severity within this vulnerable cohort following collisions with reversing cars. MATERIAL AND METHODS Our institution prospectively maintains a database including medical and technical information regarding traffic accidents in our area, including urban and suburban regions. In a retrospective review of this database, the authors describe the injury severity of pedestrians, bicyclists and motorcyclists following traffic crashes involving reversing cars. Injury severity was described using the abbreviated injury scale (AIS) as well as the maximum abbreviated injury scale (MAIS). RESULTS This study included 234 crashes occurring between 1999 and 2012. The lower extremity was injured most often while also suffering more severe injuries with a median AIS of 1 compared to 0 in all other documented body regions. The upper extremity was injured second most often. AIS ranging from 4 to 6 were infrequent. AIS 3 however, was documented for the legs in 4.3% of patients. MAIS 0, 1, 2, 3, 5 and 9 were found in 1, 164, 46, 14, 1, and 8 patients in the study cohort, respectively. Pedestrians and motorcyclists were seriously injured in 9.1% and 9.6% of cases, respectively. In contrast, no bicyclists suffered serious injuries. As to the zone of impact, most collisions occurred at the rear center of the vehicle (35%) followed by rear left (26%), rear right (20%), side rear (11%), side center (4%) and side front (3%). 204 (87.2%) collisions occurred during the day, 19 (8.1%) at night and 11 (4.7%) at twilight. Speed was similar in crashes involving pedestrians, bicyclists and motorcyclists, being as high as 7.0±3.6, 7.0±4.0 and 7.9±4.2km/h respectively. CONCLUSIONS This is the first study that analyzes injury severity among these vulnerable road users following collisions with reversing vehicles. The majority of collisions occur at low impact speed during the day. Most injuries resulting from these collisions are not serious, however pedestrians are at greatest risk of severe injury to any body region. The lower extremities suffer the most serious and frequent injuries within this cohort.
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Affiliation(s)
- Sebastian Decker
- Trauma Department, Hannover Medical School, Carl-Neuberg-Str. 1, 30625 Hannover, Germany.
| | - Dietmar Otte
- Accident Research Unit, Hannover Medical School, Karl-Wiechert-Allee 3, 30625 Hannover, Germany.
| | - Dana Leslie Cruz
- Trauma Department, Hannover Medical School, Carl-Neuberg-Str. 1, 30625 Hannover, Germany.
| | | | - Mohamed Omar
- Trauma Department, Hannover Medical School, Carl-Neuberg-Str. 1, 30625 Hannover, Germany.
| | - Christian Krettek
- Trauma Department, Hannover Medical School, Carl-Neuberg-Str. 1, 30625 Hannover, Germany.
| | - Stephan Brand
- Trauma Department, Hannover Medical School, Carl-Neuberg-Str. 1, 30625 Hannover, Germany.
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Mizuno K, Yamada H, Mizuguchi H, Ito D, Han Y, Hitosugi M. The influence of lower extremity postures on kinematics and injuries of cyclists in vehicle side collisions. TRAFFIC INJURY PREVENTION 2016; 17:618-624. [PMID: 26760737 DOI: 10.1080/15389588.2015.1126671] [Citation(s) in RCA: 7] [Impact Index Per Article: 0.9] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 07/25/2015] [Accepted: 11/27/2015] [Indexed: 06/05/2023]
Abstract
OBJECTIVE A cyclist assumes various cyclic postures of the lower extremities while pushing the pedals in a rotary motion while pedaling. In order to protect cyclists in collisions, it is necessary to understand what influence these postures have on the global kinematics and injuries of the cyclist. METHOD Finite element (FE) analyses using models of a cyclist, bicycle, and car were conducted. In the simulations, the Total Human Model of Safety (THUMS) occupant model was employed as a cyclist, and the simulation was set up such that the cyclist was hit from its side by a car. Three representative postures of the lower extremities of the cyclist were examined, and the kinematics and injury risk of the cyclist were compared to those obtained by a pedestrian FE model. The risk of a lower extremity injury was assessed based on the knee shear displacement and the tibia bending moment. RESULTS When the knee position of the cyclist was higher than the hood leading edge, the hood leading edge contacted the leg of the cyclist, and the pelvis slid over the hood top and the wrap-around distance (WAD) of the cyclist's head was large. The knee was shear loaded by the hood leading edge, and the anterior cruciate ligament (ACL) ruptured. The tibia bending moment was less than the injury threshold. When the cyclist's knee position was lower than the hood leading edge, the hood leading edge contacted the thigh of the cyclist, and the cyclist rotated with the femur as the pivot point about the hood leading edge. In this case, the head impact location of the cyclist against the car was comparable to that of the pedestrian collision. The knee shear displacement and the tibia bending moment were less than the injury thresholds. CONCLUSION The knee height of the cyclist relative to the hood leading edge affected the global kinematics and the head impact location against the car. The loading mode of the lower extremities was also dependent on the initial positions of the lower extremities relative to the car structures. In the foot up and front posture, the knee was loaded in a lateral shear direction by the hood leading edge and as a result the ACL ruptured. The bicycle frame and the struck-side lower extremity interacted and could influence the loadings on lower extremities.
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Affiliation(s)
- Koji Mizuno
- a Department of Mechanical Science and Engineering , Nagoya University , Furo-cho, Chikusa-ku, Nagoya , Japan
| | - Hidefumi Yamada
- a Department of Mechanical Science and Engineering , Nagoya University , Furo-cho, Chikusa-ku, Nagoya , Japan
| | - Hiroshi Mizuguchi
- a Department of Mechanical Science and Engineering , Nagoya University , Furo-cho, Chikusa-ku, Nagoya , Japan
| | - Daisuke Ito
- a Department of Mechanical Science and Engineering , Nagoya University , Furo-cho, Chikusa-ku, Nagoya , Japan
| | - Yong Han
- b Department of Mechanical and Automotive Engineering , Xiamen University of Technology , Xiamen , China
| | - Masahito Hitosugi
- c Department of Legal Medicine , Shiga University of Medical Science , Tsukinowa-cho, Otsu , Shiga , Japan
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Stier R, Otte D, Müller C, Petri M, Gaulke R, Krettek C, Brand S. Effectiveness of Bicycle Safety Helmets in Preventing Facial Injuries in Road Accidents. ARCHIVES OF TRAUMA RESEARCH 2016; 5:e30011. [PMID: 27800459 PMCID: PMC5079115 DOI: 10.5812/atr.30011] [Citation(s) in RCA: 16] [Impact Index Per Article: 2.0] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Download PDF] [Figures] [Subscribe] [Scholar Register] [Received: 05/16/2015] [Revised: 03/16/2016] [Accepted: 04/13/2016] [Indexed: 11/16/2022]
Abstract
BACKGROUND The effectiveness of bicycle safety helmets in preventing head injuries is well- documented. Recent studies differ regarding the effectiveness of bicycle helmets in preventing facial injuries, especially those of the mid-face and the mandible. OBJECTIVES The present study was conducted to determine the protective effect of a bicycle helmet in preventing mid-face and mandibular fractures. PATIENTS AND METHODS Data from an accident research unit were analyzed to collect technical collision details (relative collision speed, type of collision, collision partner, and use of a helmet) and clinical data (type of fracture). RESULTS Between 1999 and 2011, 5,350 bicycle crashes were included in the study. Of these, 175 (3.3%) had fractures of the mid-face or mandible. In total, 228 mid-face or mandibular fractures were identified. A significant correlation was found between age and relative collision speed, and the incidence of a fracture. While no significant correlation was found between the use of a helmet and the incidence of mid-facial fractures, the use of a helmet was correlated with a significantly increased incidence of mandibular fractures. CONCLUSIONS Higher age of cyclists and increasing speed of the accident opponent significantly increase the likelihood of sustaining facial fractures. The use of bicycle helmets does not significantly reduce the incidence of mid-facial fractures, while being correlated with an even increased incidence of mandibular fractures.
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Affiliation(s)
- Rebecca Stier
- Department of Cranio Maxillofacial Surgery, Hannover Medical School, Hannover, Germany
- Corresponding author: Rebecca Stier, Department of Cranio Maxillofacial Surgery, Hannover Medical School (MHH), Carl-Neuberg-Strasse 1, D-30625 Hannover, Germany. Tel: +49-5115324748, Fax: +49-5115324740, E-mail:
| | - Dietmar Otte
- Department for Accident Research, Hannover Medical School, Hannover, Germany
| | | | | | - Ralph Gaulke
- Trauma Department, Hannover Medical School, Hannover, Germany
| | | | - Stephan Brand
- Trauma Department, Hannover Medical School, Hannover, Germany
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Ernstberger A, Joeris A, Daigl M, Kiss M, Angerpointner K, Nerlich M, Schmucker U. Decrease of morbidity in road traffic accidents in a high income country - an analysis of 24,405 accidents in a 21 year period. Injury 2015; 46 Suppl 4:S135-43. [PMID: 26542860 DOI: 10.1016/s0020-1383(15)30033-4] [Citation(s) in RCA: 32] [Impact Index Per Article: 3.6] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Journal Information] [Submit a Manuscript] [Subscribe] [Scholar Register] [Indexed: 02/02/2023]
Abstract
BACKGROUND The WHO initiated the "Decade of Action for Road Safety" because the fatality on road traffic accidents could become the fifth leading cause of death in 2030. On the contrary, fatalities continue to decrease in high income countries. The aim of the study was to find evidence for changes in injury severity of passenger car occupants after road traffic accidents in Germany over time, and to find contributing factors. METHODS Data from the German In Depth Accident Study (GIDAS), representative for Germany, was used. A total of 24.405 accidents, reported from 1991 until 2011. 44.503 adult passenger car occupants were examined. A multivariable logistic regression model was developed to find reasons for observed trends over time. RESULTS The relative decrease in mortality was 68.8% from 1991 until 2011. Between 2006 and 2011, the percentage of severely injured traffic victims was less than half, both in terms of the whole body and individual body regions. For injuries with an Abbreviated Injury Scale (AIS) ≥ 2, the percentage of persons with lower leg injuries declined by 72.5%, followed by the percentage of persons with pelvic injuries (61.5%), upper extremity injuries (57.7%), head injuries (54.3%), thorax injuries (50.0%), and abdomen injuries (40.0%). The multivariable regression model found 13 independent variables associated with injury prevention (e.g. seat belt use: OR 0.41, CI 95% 0.32-0.49; airbag: OR 0.86, CI 95% 0.75-0.99). The implementation of protective factors increased over time while accident constellations with a high probability for severe injury decreased over time. CONCLUSION The decrease of severe injuries after road traffic accidents can be only attributed to a comprehensive approach including the enforcement of road safety policies and innovations in car engineering and emergency medicine. Traffic related measures and alcohol level control, and seat belt usage enforcement next to other technical advances are considered especially important.
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Affiliation(s)
| | - Alexander Joeris
- AO Clinical Investigation and Documentation, Duebendorf, Switzerland
| | - Monica Daigl
- AO Clinical Investigation and Documentation, Duebendorf, Switzerland
| | | | | | - Michael Nerlich
- Department of Trauma Surgery, University Hospital Regensburg, Germany
| | - Uli Schmucker
- Department of Trauma Surgery, University Hospital Regensburg, Germany
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Usami DS, Giustiniani G, Persia L, Gigli R. Aggregated analysis of in-depth accident causation data. Int J Inj Contr Saf Promot 2015; 24:165-173. [PMID: 26401831 DOI: 10.1080/17457300.2015.1088037] [Citation(s) in RCA: 1] [Impact Index Per Article: 0.1] [Reference Citation Analysis] [Abstract] [Key Words] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Indexed: 10/23/2022]
Abstract
Data collected from in-depth road accident investigations are very informative and may contain more than 500 accident-related variables for a single investigated case. These data may be used to get a more detailed knowledge on accident and injury causation associated with a specific accident scenario. However, due to their complexity, studies using in-depth data at aggregated levels are not common. The objective of this paper is to propose a methodology to analyse aggregated accident causation charts in order to highlight strong and weak relationships between crash causes and pre-crash scenarios. These relationships can be taken into account when developing or assessing new road safety measures (e.g. in-vehicle systems). The methodology has been applied to an in-depth accident dataset derived from the European project SafetyNet. Four different pre-crash scenarios associated with the accident scenario 'vehicles encountering something while remaining in their lane' have been investigated. Even if generalization of these results should be done with care because of database representativeness issues, the methodology is promising, highlighting, for example, a well-defined causation pattern related to vehicles striking a vehicle in rear-end accidents.
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Affiliation(s)
- Davide Shingo Usami
- a Research Centre for Transport and Logistics , 'Sapienza' University , Rome , Italy
| | - Gabriele Giustiniani
- a Research Centre for Transport and Logistics , 'Sapienza' University , Rome , Italy
| | - Luca Persia
- a Research Centre for Transport and Logistics , 'Sapienza' University , Rome , Italy
| | - Roberto Gigli
- a Research Centre for Transport and Logistics , 'Sapienza' University , Rome , Italy
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Injury pattern, outcome and characteristics of severely injured pedestrian. Scand J Trauma Resusc Emerg Med 2015; 23:56. [PMID: 26242394 PMCID: PMC4524010 DOI: 10.1186/s13049-015-0137-8] [Citation(s) in RCA: 14] [Impact Index Per Article: 1.6] [Reference Citation Analysis] [Abstract] [Track Full Text] [Download PDF] [Figures] [Journal Information] [Subscribe] [Scholar Register] [Received: 02/12/2015] [Accepted: 07/23/2015] [Indexed: 11/30/2022] Open
Abstract
Background Pedestrians who are involved in motor vehicle collisions present with a unique trauma situation. The aim of this study was to demonstrate the specific clinical characteristics of this patient population in comparison to injured motor vehicle occupants in the medical emergency setting. Methods A total of 4435 pedestrian traffic collision victims admitted to hospitals participating at TraumaRegister DGU® between 2002 and 2012 (primary admission, Injury Severity Score, ISS ≥ 9; age ≥ 2 years) was assessed and compared to 16,042 severely injured motor vehicle occupants. Analyses included features such as demographic distribution, injury patterns, treatment course, subsequent complications and overall clinical outcome. Results Severely injured pedestrians more commonly were female (42 % vs. 34 % of motor vehicle occupants) and children below 16 years (12 % vs. 2 %) or seniors above 60 years of age (39 % vs. 17 %). Pedestrians were injured more severely (ISS: 26 vs. 25; NISS 32 vs. 30) with higher rates of head injuries (64 % vs. 47 %), pelvic injuries (32 % vs. 23 %) and lower extremity injuries (52 % vs. 43 %). Accordingly, pedestrians more commonly presented with Glasgow Coma Scale <9 (36 % vs. 28 %) and a systolic blood pressure below 90 mmHg (18 % vs. 13 %) accumulating in a worse prognosis (RISC-Score 24 % vs. 15 %) despite of a shorter on-scene treatment time (26 min vs. 38 min) and a shorter period from the collision until hospital admission (61 min vs. 78 min). Finally, pedestrians showed a higher mortality (22 % vs. 12 %). Conclusion Severely injured pedestrians represent a challenging patient population with unique injury patterns and high subsequent mortality. Emergency team members should be sensitized to the trigger term “pedestrian” in order to improve the initial emergency management and thus the overall clinical outcome.
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Characterization of Black Spot Zones for Vulnerable Road Users in São Paulo (Brazil) and Rome (Italy). ISPRS INTERNATIONAL JOURNAL OF GEO-INFORMATION 2015. [DOI: 10.3390/ijgi4020858] [Citation(s) in RCA: 11] [Impact Index Per Article: 1.2] [Reference Citation Analysis] [Track Full Text] [Subscribe] [Scholar Register] [Indexed: 11/16/2022]
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Kröyer HRG. The relation between speed environment, age and injury outcome for bicyclists struck by a motorized vehicle - a comparison with pedestrians. ACCIDENT; ANALYSIS AND PREVENTION 2015; 76:57-63. [PMID: 25616032 DOI: 10.1016/j.aap.2014.12.023] [Citation(s) in RCA: 10] [Impact Index Per Article: 1.1] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 08/21/2014] [Revised: 12/06/2014] [Accepted: 12/24/2014] [Indexed: 06/04/2023]
Abstract
This study analyzes (a) the relation between injury severities, the age of the bicyclist and the speed environment at accident locations (mean travel speed of the traffic flow involved in the accident) where a bicyclist was struck by a motorized vehicle and (b) how these relations differ from those for struck pedestrians. Accident data from Sweden for the years 2004-2008 was used to identify accident locations to analyze the relations between speed environment, age and injury outcome. Seventy-seven accident sites were used for field measurements and further analysis. The results show that both speed environment and age have considerable correlation with injury severity. There was a statistically significant relation between injury severity and the speed environment, and large proportion of the serious bicycle accidents occur at locations with speeds below 30km/h. Also, the risk of serious injuries or fatalities seems to increase after the age of 45. To our knowledge this is the first study that uses the mean travel speed in this manner for analyzing injury severity of struck bicyclists.
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Mizuno K, Ito D, Yoshida R, Masuda H, Okada H, Nomura M, Fujii C. Adult headform impact tests of three Japanese child bicycle helmets into a vehicle. ACCIDENT; ANALYSIS AND PREVENTION 2014; 73:359-372. [PMID: 25290036 DOI: 10.1016/j.aap.2014.09.018] [Citation(s) in RCA: 1] [Impact Index Per Article: 0.1] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 09/12/2013] [Revised: 07/02/2014] [Accepted: 09/13/2014] [Indexed: 06/03/2023]
Abstract
The head is the body region that most frequently incurs fatal and serious injuries of cyclists in collisions against vehicles. Many research studies investigated helmet effectiveness in preventing head injuries using accident data. In this study, the impact attenuation characteristics of three Japanese child bicycle helmets were examined experimentally in impact tests into a concrete surface and a vehicle. A pedestrian adult headform with and without a Japanese child bicycle helmet was dropped onto a concrete surface and then propelled into a vehicle at 35 km/h in various locations such as the bonnet, roof header, windshield and A-pillar. Accelerations were measured and head injury criterion (HIC) calculated. In the drop tests using the adult headform onto a concrete surface from the height of 1.5m, the HIC for a headform without a child helmet was 6325, and was reduced by around 80% when a child helmet was fitted to the headform. In the impact tests, where the headform was fired into the vehicle at 35 km/h at various locations on a car, the computed acceleration based HIC varied depending on the vehicle impact locations. The HIC was reduced by 10-38% for impacts headforms with a child helmet when the impact was onto a bonnet-top and roof header although the HIC was already less than 1000 in impacts with the headform without a child helmet. Similarly, for impacts into the windshield (where a cyclist's head is most frequently impacted), the HIC using the adult headform without a child helmet was 122; whereas when the adult headform was used with a child helmet, a higher HIC value of more than 850 was recorded. But again, the HIC values are below 1000. In impacts into the A-pillar, the HIC was 4816 for a headform without a child helmet and was reduced by 18-38% for a headform with a child helmet depending on the type of Japanese child helmet used. The tests demonstrated that Japanese child helmets are effective in reducing accelerations and HIC in a drop test using an adult headform onto a relatively rigid hard surface, i.e., simulating a road surface or concrete path. However, when the impact tests are into softer surfaces, the child helmet's capacity to decrease accelerations is accordingly reduced. Impacts into the windshield, while below the critical HIC value of 1000, indicated higher HIC values for a headform with a child helmet compared to an adult headform without a child helmet. The unpredictable nature of the results indicates further research work is required to assess how representative the stiffness of an adult headform is when compared to an actual head.
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Affiliation(s)
- Koji Mizuno
- Nagoya University, Department of Mechanical Science and Engineering, Furo-cho, Chikusa-ku, Nagoya 464-8603, Japan
| | - Daisuke Ito
- Nagoya University, Department of Mechanical Science and Engineering, Furo-cho, Chikusa-ku, Nagoya 464-8603, Japan
| | - Ryoichi Yoshida
- Takata Service Corporation, Engineering Division, 1-7 Kanazawa-cho, Hikone, Shiga 521-1112, Japan
| | - Hiroyuki Masuda
- Takata Service Corporation, Engineering Division, 1-7 Kanazawa-cho, Hikone, Shiga 521-1112, Japan
| | - Hiroshi Okada
- Takata Corporation, 658 Echigawa, Aisho-cho, Echi-gun, Shiga 529-1288, Japan
| | - Mitsunori Nomura
- Takata Corporation, 658 Echigawa, Aisho-cho, Echi-gun, Shiga 529-1288, Japan
| | - Chikayo Fujii
- Takata Corporation, 658 Echigawa, Aisho-cho, Echi-gun, Shiga 529-1288, Japan
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de Rome L, Boufous S, Georgeson T, Senserrick T, Ivers R. Cyclists' clothing and reduced risk of injury in crashes. ACCIDENT; ANALYSIS AND PREVENTION 2014; 73:392-398. [PMID: 25305805 DOI: 10.1016/j.aap.2014.09.022] [Citation(s) in RCA: 7] [Impact Index Per Article: 0.7] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 09/27/2013] [Revised: 06/26/2014] [Accepted: 09/18/2014] [Indexed: 06/04/2023]
Abstract
INTRODUCTION A majority of cyclists' hospital presentations involve relatively minor soft tissue injuries. This study investigated the role of clothing in reducing the risk of cyclists' injuries in crashes. METHODS Adult cyclists were recruited and interviewed through hospital emergency departments in the Australian Capital Territory. This paper focuses on 202 who had crashed in transport related areas. Eligible participants were interviewed and their self-reported injuries corroborated with medical records. The association between clothing worn and injury was examined using logistic regression while controlling for potential confounders of injury. RESULTS A high proportion of participants were wearing helmets (89%) and full cover footwear (93%). Fewer wore long sleeved tops (43%), long pants (33%), full cover gloves (14%) or conspicuity aids (34%). The primary cause of injury for the majority of participants (76%) was impact with the ground. Increased likelihood of arm injuries (Adj. OR=2.06, 95%CI: 1.02-4.18, p=0.05) and leg injuries (Adj. OR=3.37, 95%CI: 1.42-7.96, p=0.01) were associated with wearing short rather than long sleeves and pants. Open footwear was associated with increased risk of foot or ankle injuries (Adj. OR=6.21, 95%CI: 1.58-23.56, p=0.01) compared to enclosed shoes. Bare hands were associated with increased likelihood of cuts, lacerations or abrasion injuries (Adj. OR=4.62, 95%CI: 1.23-17.43, p=0.02) compared to wearing full cover gloves. There were no significant differences by fabric types such as Lycra/synthetic, natural fiber or leather. CONCLUSIONS Clothing that fully covers a cyclist's body substantially reduced the risk of injuries in a crash. Coverage of skin was more important than fabric type. Further work is necessary to determine if targeted campaigns can improve cyclists' clothing choices and whether impact protection can further reduce injury risk.
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Affiliation(s)
- Liz de Rome
- Neuroscience Research Australia; The George Institute for Global Health, The University of Sydney.
| | - Soufiane Boufous
- Transport and Road Safety Research, The University of New South Wales
| | - Thomas Georgeson
- The George Institute for Global Health, The University of Sydney
| | - Teresa Senserrick
- Transport and Road Safety Research, The University of New South Wales
| | - Rebecca Ivers
- The George Institute for Global Health, The University of Sydney
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Müller CW, Otte D, Decker S, Stübig T, Panzica M, Krettek C, Brand S. Vertebral fractures in motor vehicle accidents - a medical and technical analysis of 33,015 injured front-seat occupants. ACCIDENT; ANALYSIS AND PREVENTION 2014; 66:15-19. [PMID: 24486770 DOI: 10.1016/j.aap.2014.01.003] [Citation(s) in RCA: 11] [Impact Index Per Article: 1.1] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 07/12/2013] [Revised: 10/20/2013] [Accepted: 01/03/2014] [Indexed: 06/03/2023]
Abstract
Spinal injuries pose a considerable risk to life and quality of life. In spite of improvements in active and passive safety of motor vehicles, car accidents are regarded as a major cause for vertebral fractures. The purpose of this study was to evaluate the current incidence of vertebral fractures among front-seat occupants in motor vehicle accidents, and to identify specific risk factors for sustaining vertebral fractures in motor vehicle accidents. Data from an accident research unit were accessed to collect collision details, preclinical data, and clinical data. We included all data on front-seat occupants. Hospital records were retrieved, and radiological images were evaluated. We analysed 33,015 front-seat occupants involved in motor vehicle accidents over a 24-year period. We identified 126 subjects (0.38%) with cervical spine fractures, 78 (0.24%) with thoracic fractures, and 99 (0.30%) with lumbar fractures. The mean relative collision speeds were 48, 39, and 40 kph in subjects with cervical, thoracic, and lumbar spine fractures, respectively, while it was 17.3 kph in the whole cohort. Contrary to the overall cohort, these patients typically sustained multiple hits rather than simple front collisions. Occupants with vertebral fractures frequently showed numerous concomitant injuries; for example, additional vertebral fractures. The incidence of vertebral fractures corresponded with collision speed. Safety belts were highly effective in the prevention of vertebral fractures. Apart from high speed, complex injury mechanisms as multiple collisions or rollovers were associated with vertebral fractures. Additional preventive measures should focus on these collision mechanisms.
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Affiliation(s)
- Christian W Müller
- Trauma Department and Accident Research Unit, Hannover Medical School (MHH), Carl-Neuberg-Strasse 1, D-30625 Hannover, Germany.
| | - Dietmar Otte
- Accident Research Unit, Hannover Medical School (MHH), Carl-Neuberg-Strasse 1, D-30625 Hannover, Germany
| | - Sebastian Decker
- Trauma Department and Accident Research Unit, Hannover Medical School (MHH), Carl-Neuberg-Strasse 1, D-30625 Hannover, Germany
| | - Timo Stübig
- Trauma Department and Accident Research Unit, Hannover Medical School (MHH), Carl-Neuberg-Strasse 1, D-30625 Hannover, Germany
| | - Martin Panzica
- Trauma Department and Accident Research Unit, Hannover Medical School (MHH), Carl-Neuberg-Strasse 1, D-30625 Hannover, Germany
| | - Christian Krettek
- Trauma Department and Accident Research Unit, Hannover Medical School (MHH), Carl-Neuberg-Strasse 1, D-30625 Hannover, Germany
| | - Stephan Brand
- Trauma Department and Accident Research Unit, Hannover Medical School (MHH), Carl-Neuberg-Strasse 1, D-30625 Hannover, Germany
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Stübig T, Brand S, Zeckey C, Beltran MJ, Otte D, Krettek C, Haasper C. Thoracic injuries sustained by severely injured front-seat passengers and drivers: injury patterns and their relationship to crash characteristics. Int J Inj Contr Saf Promot 2013; 20:313-20. [DOI: 10.1080/17457300.2012.724692] [Citation(s) in RCA: 2] [Impact Index Per Article: 0.2] [Reference Citation Analysis] [Track Full Text] [Journal Information] [Subscribe] [Scholar Register] [Indexed: 10/27/2022]
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Haworth N, Debnath AK. How similar are two-unit bicycle and motorcycle crashes? ACCIDENT; ANALYSIS AND PREVENTION 2013; 58:15-25. [PMID: 23689202 DOI: 10.1016/j.aap.2013.04.014] [Citation(s) in RCA: 4] [Impact Index Per Article: 0.4] [Reference Citation Analysis] [Abstract] [Key Words] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 11/25/2012] [Revised: 04/10/2013] [Accepted: 04/11/2013] [Indexed: 06/02/2023]
Abstract
This paper explores the similarities and differences between bicycle and motorcycle crashes with other motor vehicles. If similar treatments can be effective for both bicycle and motorcycle crashes, then greater benefits in terms of crash costs saved may be possible for the same investment in treatments. To reduce the biases associated with under-reporting of these crashes to police, property damage and minor injury crashes were excluded. The most common crash type for both bicycles (31.1%) and motorcycles (24.5%) was intersection from adjacent approaches. Drivers of other vehicles were coded most at fault in the majority of two-unit bicycle (57.0%) and motorcycle crashes (62.7%). The crash types, patterns of fault and factors affecting fault were generally similar for bicycle and motorcycle crashes. This confirms the need to combat the factors contributing to failure of other drivers to yield right of way to two-wheelers, and suggest that some of these actions should prove beneficial to the safety of both motorized and non-motorized two-wheelers. In contrast, child bicyclists were more often at fault, particularly in crashes involving a vehicle leaving the driveway or footpath. The greater reporting of violations by riders and drivers in motorcycle crashes also deserves further investigation.
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Affiliation(s)
- Narelle Haworth
- Centre for Accident Research and Road Safety-Queensland, K Block, Queensland University of Technology, 130 Victoria Park Road, Kelvin Grove, QLD 4059, Australia.
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Cavacuiti C, Ala-Leppilampi KJ, Mann RE, Govoni R, Stoduto G, Smart R, Locke JA. Victims of road rage: a qualitative study of the experiences of motorists and vulnerable road users. VIOLENCE AND VICTIMS 2013; 28:1068-1084. [PMID: 24547681 DOI: 10.1891/0886-6708.vv-d-12-00068] [Citation(s) in RCA: 3] [Impact Index Per Article: 0.3] [Reference Citation Analysis] [Abstract] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Indexed: 06/03/2023]
Abstract
OBJECTIVE To gain an in-depth understanding of road rage incidents from the victims' perspectives. METHODS The data consisted of 30- to 60-min in-depth semistructured phone interviews with 29 self-identified victims of road rage. Twenty of the participants were in a motor vehicle, whereas 9 were pedestrians/cyclists. A qualitative Grounded Theory approach was used to inductively code and analyze the transcripts. RESULTS Victims reported a correlation between their vulnerability and the perceived intensity/severity of the road rage incidents. The most vulnerable victims (pedestrians and cyclists) were the least likely to view road rage incidents as a random event and the most likely to feel that they were specifically targeted. Road rage incidents tended to evolve more rapidly when there was a greater real or perceived power imbalance between the victims and perpetrators. The most vulnerable victims were the most likely to have long-term physical and mental health consequences from the incident, and to significantly modify their behavior after the incident. CONCLUSIONS Our analysis suggests that issues of victim vulnerability play a major role in determining the intensity, severity, and psychological consequences of road rage incidents. This seems particularly true for the most vulnerable of road users, such as pedestrians and cyclists.
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Badea-Romero A, Lenard J. Source of head injury for pedestrians and pedal cyclists: Striking vehicle or road? ACCIDENT; ANALYSIS AND PREVENTION 2013; 50:1140-1150. [PMID: 23046694 DOI: 10.1016/j.aap.2012.09.024] [Citation(s) in RCA: 5] [Impact Index Per Article: 0.5] [Reference Citation Analysis] [Abstract] [MESH Headings] [Track Full Text] [Subscribe] [Scholar Register] [Received: 10/26/2011] [Revised: 08/06/2012] [Accepted: 09/05/2012] [Indexed: 06/01/2023]
Abstract
The potential effectiveness of vehicle-based secondary safety systems for the protection of pedestrians and pedal cyclists is related to the proportion of cases where injury arises by contact with the road or ground rather than with the striking vehicle. A detailed case review of 205 accidents from the UK On-the-Spot study involving vulnerable road users with head injuries or impacts indicated that contact with the road was responsible in 110 cases. The vehicle however was associated with a majority of more serious casualties: 31 (vehicle) compared with 26 (road) at AIS 2+ head injury level and 20 (vehicle) compared with 13 (road) at AIS 3+ level. Further analysis using a multivariate classification model identified several factors that correlated with the source of injury, namely the type of interaction between the striking vehicle and vulnerable road user, the age of the vulnerable road user and the nature of injury.
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Affiliation(s)
- Alexandro Badea-Romero
- University Institute for Automobile Research (INSIA), Technical University of Madrid (UPM), Carretera de Valecia km7, 28031 Madrid, Spain.
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