Accident; analysis and prevention
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In nonfatal passenger vehicle-pedestrian accidents, the lower extremities are the most commonly injured body parts. The European Enhanced Vehicle-safety Committee Working Group 17 (EEVC/WG17) pedestrian subsystem test method using a legform impactor has been developed mainly for evaluation of aggressiveness of the front bumper of passenger vehicles. However, in recent years the number of sports utility vehicles (SUV) with a high bumper has been rapidly increasing. ⋯ The results indicate that the type of injury, i.e., to the tibia and knee ligament, could become an injury to the femur with an increase in bumper height. Furthermore, the main injury at an impact velocity of around 20-30km/h is to the knee ligament. On the other hand, the main injury at an impact velocity of around 40km/h is a fracture of the lower extremities.
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This paper reports the results of an exposure survey of 794 registered motorcycle riders, with an average of 18.1 years of riding experience, in the State of New South Wales, Australia. Respondents completed two postal surveys, separated by about 6 months, that included items relating to their crash history, riding patterns, characteristics of their motorcycle, and its odometer reading. Odometer readings indicated that respondents rode a mean of 5208 km each year, and that annual exposure was related to gender, motorcycle type, and dominant riding location, time of week, and purpose. ⋯ The crash rate declined with age, was highest in the Sydney metropolitan area, was lowest for motorcycles with large engines, and was highest for trail and dual-use motorcycles. There was a relationship between annual exposure and crash risk such that riders who rode relatively little had higher crash risks (per 100,000 km travelled) than riders who rode more often. A cluster analysis identified three groups of riders with higher-than-average risks of crash involvement.
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In order to identify and describe a pattern in bus and coach incident related injuries and fatalities, and to suggest possible future measures for improvement of bus and coach safety, a literature analysis was performed. The results formed a multi-faceted pattern, which briefly can be described as follows; women travelled more frequently by bus as compared to men. Injuries sustained predominantly affected women 60 years of age and older. ⋯ In this type of crash projection, total ejection, partial ejection, intrusion and smoke inhalation were the main injury mechanisms and among those, ejection being the most dangerous. A 2-point belt may prevent passenger ejection, but in frontal crashes when the upper abdominal parts and the head hit the seatback in front, it could, however, contribute to head and thoracic injuries. Hence, a 3-point belt provides the best restraint in rollovers and frontal crashes.
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The goal of this study was to identify variables related to vehicle design which are associated with pelvic and thoracic accelerations as measured by the driver's (near side) crash dummy during new car assessment program (NCAP) testing of motor vehicles. Vehicle specific parameters were analyzed using NCAP side impact test results. Data from national automotive sampling system, crashworthiness data system (NASS-CDS) and crash injury research and engineering network (CIREN) (both National Highway Traffic Safety Administration (NHTSA) injury databases) were assessed to confirm NCAP test observations. ⋯ CIREN data showed that occupants who sustained pelvic injuries had a median AIS of 3 with 24.9 cm of door crush, with abdominal injuries, a median AIS of 3 and 30 cm of crush, and with thoracic injuries, a median AIS of 4 and 34 cm of door crush. In addition, the frequency of bilateral pelvic injuries was significantly higher for subjects in CIREN crashes who were in a vehicle with a center console, but only if door intrusion was greater than 15 cm. This information may be useful in design of vehicles with greater protection in side impact crashes.
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Since their implementation, the drink driving enforcement and publicity campaigns in the Australian State of Victoria have been extensively evaluated and the mixed results obtained have generated much public debate. Using the same data from previous studies, this paper re-evaluated the effectiveness of the campaigns and tested several model assumptions and specifications. In general, the results obtained were robust and showed that the campaigns were effective in reducing serious crashes during high alcohol hours.