Obesity and non-fatal motor vehicle crash injuries: sex difference effects

Impact Response Comparison Between Parametric Human Models and Postmortem Human Subjects with a Wide Range of Obesity Levels

OBJECTIVE

Field data analyses have shown that obesity significantly increases the occupant injury risks in motor vehicle crashes, but the injury assessment tools for people with obesity are largely lacking. The objectives of this study were to use a mesh morphing method to rapidly generate parametric finite element models with a wide range of obesity levels and to evaluate their biofidelity against impact tests using postmortem human subjects (PMHS).

METHODS

Frontal crash tests using three PMHS seated in a vehicle rear seat compartment with body mass index (BMI) from 24 to 40 kg/m² were selected. To develop the human models matching the PMHS geometry, statistical models of external body shape, rib cage, pelvis, and femur were applied to predict the target geometry using age, sex, stature, and BMI. A mesh morphing method based on radial basis functions was used to rapidly morph a baseline human model into the target geometry. The model-predicted body excursions and injury measures were compared to the PMHS tests.

RESULTS

Comparisons of occupant kinematics and injury measures between the tests and simulations showed reasonable correlations across the wide range of BMI levels.

CONCLUSIONS

The parametric human models have the capability to account for the obesity effects on the occupant impact responses and injury risks.

Comparing the effects of age, BMI and gender on severe injury (AIS 3+) in motor-vehicle crashes

BACKGROUND

The effects of age, body mass index (BMI) and gender on motor vehicle crash (MVC) injuries are not well understood and current prevention efforts do not effectively address variability in occupant characteristics.

OBJECTIVES

(1) Characterize the effects of age, BMI and gender on serious-to-fatal MVC injury. (2) Identify the crash modes and body regions where the effects of occupant characteristics on the numbers of occupants with injury is largest, and thereby aid in prioritizing the need for human surrogates that represent different types of occupant characteristics and adaptive restraint systems that consider these characteristics.

METHODS

Multivariate logistic regression was used to model the effects of occupant characteristics (age, BMI, gender), vehicle and crash characteristics on serious-to-fatal injuries (AIS 3+) by body region and crash mode using the 2000-2010 National Automotive Sampling System (NASS-CDS) dataset. Logistic regression models were applied to weighted crash data to estimate the change in the number of annual injured occupants with AIS 3+ injury that would occur if occupant characteristics were limited to their 5th percentiles (age≤17 years old, BMI≤19kg/m(2)) or male gender.

RESULTS

Limiting age was associated with a decrease in the total number of occupants with head [8396, 95% CI 6871-9070] and thorax injuries [17,961, 95% CI 15,960-18,859] across all crash modes, decreased occupants with spine [3843, 95% CI 3065-4242] and upper extremity [3578, 95% CI 1402-4439] injuries in frontal and rollover crashes and decreased abdominal [1368, 95% CI 1062-1417] and lower extremity [4584, 95% CI 4012-4995] injuries in frontal impacts. The age effect was modulated by gender with older females more likely to have thorax and upper extremity injuries than older males. Limiting BMI was associated with 2069 [95% CI 1107-2775] fewer thorax injuries in nearside crashes, and 5304 [95% CI 4279-5688] fewer lower extremity injuries in frontal crashes. Setting gender to male resulted in fewer occupants with head injuries in farside crashes [1999, 95% CI 844-2685] and fewer thorax [5618, 95% CI 4212-6272], upper [3804, 95% CI 1781-4803] and lower extremity [2791, 95% CI 2216-3256] injuries in frontal crashes. Results indicate that age provides the greater relative contribution to injury when compared to gender and BMI, especially for thorax and head injuries.

CONCLUSIONS

Restraint systems that account for the differential injury risks associated with age, BMI and gender could have a meaningful effect on injury in motor-vehicle crashes. Computational models of humans that represent older, high BMI, and female occupants are needed for use in simulations of particular types of crashes to develop these restraint systems.

Has increased body weight made driving safer?

We develop a model of alcohol consumption that incorporates the negative biological relationship between body mass and inebriation conditional on total alcohol consumption. Our model predicts that the elasticity of inebriation with respect to weight is equal to the own-price elasticity of alcohol, consistent with body mass increasing the effective price of inebriation. Given that alcohol is generally considered price inelastic, this result implies that as individuals gain weight, they consume more alcohol but become less inebriated. We test this prediction and find that driver blood alcohol content (BAC) is negatively associated with driver weight. In fatal accidents with driver BAC above 0.10, the driver was 7.8 percentage points less likely to be obese than drivers in fatal accidents that did not involve alcohol. This relationship is not explained by driver attributes (age and sex), driver behaviors (speed and seatbelt use), vehicle attributes (weight class, model year, and number of occupants), or accident context (county of accident, time of day, and day of week).

The Relationship between Waist Circumference and Work-related Injury in Reference to the Fourth Korea National Health and Nutrition Examination Survey

Objective

This study aims to investigate the relationship between waist circumference and work-related injury in reference to the fourth Korea National Health and Nutrition Examination Survey.

Methods

By analyzing data from the fourth Korea National Health and Nutrition Examination Survey conducted from 2007 to 2009, we estimated the rate of injury experience according to socioeconomic status, including occupational property, of 8,261 subjects. We performed logistic regression analysis with work-related injury experience rate as dependent variable and waist circumference as an independent variable, Odds ratios (OR) were calculated, which reflect the likelihood of work-related injury experience rate, and 95% confidence interval (95% CI) while controlling for relevant covariates with stratifying by sex, age, nature of injury, site of injury and occupational group.

Results

Among 797 persons who had injury experience over the past 1 year, 293 persons (36.8%) had work-related injury experience. After adjusting the confounding variables, the work-related injury was related to abnormal waist circumference (OR = 1.35; 95% CI: 1.02 ~ 1.78). In subgroups, ORs were higher in men (OR = 1.42; 95% CI: 1.02 ~ 1.98), professional, manager, and administrator (OR = 2.41; 95% CI: 1.10 ~ 5.28). Higher rate of injuries were noted in back and waist (OR = 2.92; 95% CI: 1.49 ~ 5.73), and transport accident had increased risk (OR = 1.60; 95% CI: 1.13 ~ 2.28).

Conclusions

Work-related injury rate differed depending on the waist circumference. The abdominal obesity was associated with higher risk of work-related injury. This study would be useful in selecting appropriate priorities for work-related injury management in Korea.

Analysis of risk factors affecting the severity of intersection crashes by logistic regression

OBJECTIVE

The objective of this research was to study the risk factors that significantly influence the severity of intersection crashes for vehicle occupants, as well as for pedestrians and other vulnerable road users.

METHODS

Logistic regression was applied as the method in this study to analyze a data set of intersection crashes involving casualties in Victoria, Australia, for the period January 2000 to December 2009.

RESULTS

Seven risk factors obtained were found to be significantly associated with the severity of intersection crashes, including driver age and gender, speed zone, traffic control type, time of day, crash type, and seat belt usage.

CONCLUSIONS

This study found that male drivers as well as older drivers (age 65 and above) had higher odds of being involved in fatal intersection crashes. Intersection crashes occurring between midnight and early morning (12:00 a.m. to 5:59 a.m.), in 100 km/h speed zones, or with no traffic control had a higher odds of a fatal outcome than their counterpart categories. Furthermore, intersection crashes involving pedestrians or a non-seat belt-wearing driver were more likely to lead to a fatal outcome. In general, identification of risk factors and the discussion of the odds ratio between levels on the impact of the intersection crash severity would be beneficial for road safety stakeholders to develop initiatives to reduce the severity of intersection crashes.