Front Seat Passengers Research Articles

Distracted Motor Vehicle Driving at Highway–Rail Grade Crossings

Distracted driving of a motor vehicle increases a driver's susceptibility to crash involvement. Such driving in the vicinity of highway–rail grade crossings (HRGCs) is especially perilous because the distracted driver may not be aware of the presence of an approaching train. Train-involved motor vehicle crashes invariably cause more severe injuries and greater property damage than other motor vehicle crashes. Because distracted driving at HRGCs is somewhat underresearched, the objectives of this research were to (a) investigate the occurrence of distracted motor vehicle driving at HRGCs, (b) identify characteristics of those distracted motorists, and (c) ascertain empirically factors associated with distracted driving at HRGCs. Data were collected with video recordings at six HRGCs in Nebraska and were statistically analyzed. Results showed that about one-third of drivers observed at HRGCs were distracted. The presence of intersecting roads near the crossings increased distracted driving. Drivers of multiunit trucks at HRGCs were less often distracted than other drivers at HRGCs. The presence of front-seat passengers in vehicles significantly contributed to driver distraction. Findings from the research support the need for driver education about distracted driving at HRGCs. Enforcement of distracted driving laws at HRGCs as well as strengthening of existing laws may also reduce instances of distracted driving at HRGCs.

The Prevalence of Child Restraint System Use among Children in Vehicles Equipped with Front Passenger Airbag in Kajang, Malaysia

New cars are being introduced with front passenger airbags (PAB) as a standard safety feature. Airbags are designed to reduce vehicle occupant injury in the event of a collision. In order for airbags to be effective, occupants must be restrained while travelling in vehicles. Children are often seen unrestrained while travelling in vehicles throughout Malaysia. Studies have shown that unrestrained children are exposed to higher risk of injury in a crash involving PAB deployment, compared to those who are restrained. The intended life saving benefit of PAB may be negated if child occupants remain mostly unrestrained. The objective of the study is to determine the prevalence of child restraint system (CRS) use in vehicles, especially those equipped with PAB. To realise this, an observational survey was conducted at selected day care centres in Kajang, to determine the use of child restraints among children aged six and below, child seating position, driver seatbelt use and availability of PAB. The study was performed in the first half of 2012. A total of 537 children aged 6 and below were observed. 51.4% of the children were seated in the front passenger seat, 45.3% were seated in the rear and 3.3% were seated on the driver’s lap. 13.3% of children seated in front seats were restrained, compared to 4.9% of those seated at the rear. Children were 4 times more likely to be restrained if the drivers were belted compared to those who were not. In vehicles equipped with PAB, 11.2% of children seated on the front seats are restrained, while in vehicles without, 17.1% were restrained. The restraint use among children is low and the presence of PAB does not have a significant effect on the use of CRS. There was a significant association between belted drivers and restrained children. The low CRS use is expected as the current legislation does not specifically mention the requirement for children to use CRS while travelling in vehicle, even if the vehicle is equipped with PAB.

Seat-belt use among drivers and front passengers: an observational study from the Islamic Republic of Iran

Although seat-belts are the most effective means of preventing severe injuries and deaths from road accidents, drivers and passengers in many developing countries neglect to wear them. This study aimed to measure the rate of use of seat-belts and factors affecting their use in Tehran, Islamic Republic of Iran. In direct observations of 7718 vehicles at randomly selected sites in Tehran, 77.9% of drivers and 43.7% of front passenger had seat-belts fastened. More women used seat-belts than did men while driving but fewer as front-seat passengers. Rates of seat-belt wearing among both drivers and front passengers of vans and pick-up vehicles was low. In a separate interview study of 666 citizens, 62.4% stated that they always wore seat-belts while driving. The most frequently reported reasons for using seat-belts were avoiding fines, fear of injuries and respecting the law. To improve seat-belt use, it is recommended that law enforcement accompanied by public education should be a priority.

Effect of Cargo Loading on Occupant Injury and Seat Deformation in Motor-Vehicle Crashes

Purpose: NHTSA studied interior loose objects in the 2000-04 NASS-CDS as part of rulemaking on cargo retention testing in FMVSS 208. This study extends the investigation of cargo and loose interior object loading on occupant injury and seat deformation by cargo in motor-vehicles crashes using NASS-CDS data.Methods: 1996-2011 NASS-CDS was used to investigate the effects of loose interior objects and seat responses on occupant injury in motor vehicle crashes. Crashes were grouped by front, side, rear and rollover. Light vehicles were included with model year 1994+. NASS-CDS added new variables for cargo loading as an injury source and cause for seat deformation in 2007. NASS-CDS electronic cases were analyzed for rear occupants with moderate to severe injury (AIS 2+) from loose objects and MAIS 4+F injury with cargo deforming seats in frontal crashes.Results: There were no AIS 2+ injuries due to cargo loading in the 16 years of NASS-CDS, including specific coding from 2007–11 and by case evaluation in earlier years. In frontal crashes, loose or other interior objects accounted for 250 AIS 2+ injuries in drivers, 32 in front passengers and 206 in 2nd row occupants. The overall rate of AIS 2+ injury was 1.000% for 2nd row occupants due to loose or other interior objects. The individual cases of AIS 2+ injury from loose or other interior objects in 2nd row occupants involved 16 occupants with 44 injuries in frontal crashes. Two cases involved police vehicles and one, an ambulance. In two other cases, the loose interior object was a bike placed in the 3rd row of a station wagon and an unsecured fan in the 2nd row. Each year, there were 540 driver seats deformed by cargo, 438 front-passenger seats and 889 in 2nd row seats. Most cargo deformation of front seats occurred in frontal crashes. Annually, there were 462 driver seats deformed by cargo in frontal crashes, 143 front-passenger seats and 660 in 2nd row seats.Conclusions: This analysis supports NHTSA's earlier conclusion that cargo is not a major source of injury in frontal crashes. While anecdotal cases have been presented in the literature, there were no cases in NASS-CDS. NASS-CDS also showed that when untethered cargo deforms rear seats, it was not related to severe injury to 2nd row occupants.

Seatbelt wearing rates in middle income countries: A cross-country analysis

In settings with low seatbelt use prevalence, self-reported seatbelt use estimates often lack validity, and routine observational studies are scarce. In this paper, we aim to describe the prevalence of seatbelt use and associated factors in drivers and front-seat passengers across eight sites in four countries (Egypt, Mexico, Russia, Turkey) using observational studies as well as to produce estimates of country-level and site-level variance. As part of the Bloomberg Philanthropies Global Road Safety Program, data on driver and passenger seatbelt use across four middle-income countries was collected between October 2010 and May 2011 (n=122,931 vehicles). Logistic regression and Intraclass Correlation Coefficient analyses for sites- and country-level clustering were performed. We found high variability of seatbelt wearing rates ranging from 4 to 72% in drivers and 3–50% in front-seat passengers. Overall, average seatbelt wearing rates were low (under 60% in most sites). At the individual level, older and female drivers were more likely to wear seatbelts, as well as drivers of vehicles transiting at times of increased vehicle flow. We also found that 26–32% and 37–41% of the variance in seatbelt use among drivers and front-seat passengers respectively was explained by differences across sites and countries. Our results demonstrate that there is room for improvement on seatbelt use in middle-income countries and that standardized cross-country studies on road safety risk factors are feasible, providing valuable information for prevention and monitoring activities.

Status of road safety and injury burden: China.

Rapid industrialization and the subsequent economic growth have led to increasing motorization in China. In 1991, there were only 300,000 passenger vehicles in China.1 Today, China is the largest vehicle market in the world, with an average of 50,000 vehicles sold every day.1,2 Unsurprisingly, road traffic injuries (RTIs) have become the leading cause of injury-related death and a primary cause of disability in China.3 In 2009, there were 238,351 traffic accidents in China, causing 67,758 deaths and 275,125 injuries with a direct economic cost of 0.91 billion Chinese Yuan.4 The burden of injury in the younger population contributed to the loss of 3 million potentially productive life years in 1999.3 The number of traffic-related fatalities per population is higher in China than in many other nations. In 2007, there were 6.21 fatalities per 100,000 population in China compared with 4.50 in Japan and 5.00 in the United Kingdom.5 Pedestrians are the most likely to suffer fatalities (24.6%) followed by vehicle passengers (24.1%), motorcyclists (22.0%), bicyclists (15.6%), and vehicle drivers (12.2%).6 In addition, the introduction of new electric vehicles such as the E-bike has been associated with increases in RTIs and fatalities. The E-bike is a 2-wheeled bicycle propelled by a motor. Although E-bikes are not regulated as a motor vehicle, drivers often travel in motor vehicle lanes. Researchers believe that this has contributed to the 5-fold increase in E-biker fatalities and a 3-fold increase in nonfatal injuries during the period 2004–2008.7 An estimated 120 million E-bikes were on the road in China at the end of 2011, and the number of E-bikes on the road is expected to increase.7 Within China, differences in the geographic distribution of RTIs have been observed. Areas with more rapid economic growth such as Guangdong, Zhejiang, and Jiangsu report more traffic injuries compared with less developed regions or regions with established development.3 Finally, the majority of RTIs and fatalities occur in young males; nonetheless, traffic injury is also a serious concern for elderly because it is one of the top 3 causes of death in patients older than 60 years.6,8 Research investigating the causes of traffic accidents has identified several driver and pedestrian factors thought to contribute to the high fatality rate. Pedestrians and cyclists have been shown to frequently cross the road at any time, and cyclists often do not heed traffic lanes.5 Furthermore, drivers tend not to stop for pedestrians or cyclists, and aggressive driving in rush hour traffic is prevalent.5 In addition, seatbelt use is very low. In a survey conducted in 5 cities, participants estimated that seatbelt use was 54% for drivers, 12% for front seat passengers, and 1% for rear seat passengers.9 Finally, the prehospital and hospital emergency system may also contribute to the death and disability in road traffic accidents. There is no standardized prehospital medical response system, nor is there systematic professional training for hospital emergency personnel.10 In 2003, the Chinese government responded to the road traffic injury problem by reforming and implementing changes in the road safety law and regulation system and by establishing a federal organization called The Ministerial Coordination System on Road Safety.11 The rates of fatalities and nonfatal injuries sustained in road traffic crashes have shown progressive declines since 2002.3 There are several possible explanations for this, including the successful implementation of improvements in traffic safety, an increase in the number of experienced drivers, and differing data-reporting methods. Data regarding traffic fatalities can be obtained from police-reported data or death registration records collected by the Ministry of Health.2,12 Hu et al12 recently found inconsistencies in the fatality rates reported by the 2 data sources, with the Ministry of Health's fatality rate being 2 times greater than the police-reported data. These data discrepancies may prove problematic if safety policy is being defined by inaccurate estimates. RTIs are a leading cause of mortality and morbidity in China. The government has recognized the gravity of this problem and has developed multifaceted strategies for addressing the problem. Future targets for intervention include improving transportation infrastructure, refining and enforcing traffic laws, standardizing driver qualifications and training, promoting road traffic safety prevention initiatives, and developing evidence-based treatment protocols for prehospital and emergency personnel.

Isolated Meckel’s diverticulum perforation as a sequel to blunt abdominal trauma: a case report

IntroductionMeckel’s diverticulum is the commonest congenital abnormality of the gastrointestinal tract. Its infrequent occurrence is mirrored by the paucity of large series of data on it in the literature. Hemorrhage, obstruction and inflammation are the three main categories of complications resulting from Meckel’s diverticulum. Perforation of Meckel’s diverticulum following blunt abdominal injury is very rare indeed. We present what we believe to be the first case to be published from Africa.Case presentationA 29-year-old Nigerian Igbo man presented with progressively worsening abdominal pain following a road traffic accident. He was a front-seat passenger traveling without a seat belt. On physical examination his abdomen was distended with guarding and rigidity. A provisional diagnosis of peritonitis secondary to perforation of intestinal viscus was made. Our patient had an emergency laparotomy, where a perforated Meckel’s diverticulum was discovered. A segmental resection of his ileum and reanastomosis were done. He had postoperative surgical site infection, but was asymptomatic for three months of follow-up.ConclusionPerforation of Meckel’s diverticulum is rarely suspected as a cause of peritonitis following blunt abdominal injury. This case indicates the need to be aware of the possibility to limit morbidity associated with delayed management of such a perforation.

The Scope and Nature of Injuries to Rear Seat Passengers in NSW Using Linked Hospital Admission and Police Data

Objective: To compare the pattern of injuries to front and rear seat occupants and test the hypothesis that rear seat passengers of different ages sustain different patterns of injury. Method: Patients admitted to a hospital following involvement in a crash in New South Wales (NSW) Australia between 2005 and 2007 were identified using International Classification of Diseases (10th edition [ICD10]) codes. Hospital admissions data were linked with NSW police crash data using probabilistic techniques. The profiles and patterns of injury of front and rear seat passengers were compared. Logistic regression was used to examine how age influenced the pattern of injury among rear seat passengers. Results: Sixty-three percent of hospital admissions were linked with police records. One in 5 passengers were rear seat passengers. There were more unrestrained occupants in the rear (7%) compared to drivers (3%) and front seat passengers (2%). Younger (9–15 years) injured passengers were seated in the rear more often than in the front passenger position and older injured passengers (>50 years) were seated more often in the front passenger position than in the rear (15% rear compared to 5% front aged 9–15 years; 22% rear compared to 37% front aged >50 years; χ2, P < .001). There were proportionally more fatal injuries among rear seat passengers (10%) than among drivers (5%) and front seat passengers (6%), and the pattern of injury between front and rear passengers also varied. Rear seat passengers had more head and abdominal injuries and fewer thoracic and knee/lower leg injuries than front seat passengers. After adjusting for vehicle age, restraint status, travel speed, and whether or not a fatality occurred in the crash, older (>50 years) rear passengers had 6.3 times the odds of sustaining thoracic injuries (95% confidence interval [CI], 2.6–15.0) and lower odds (odds ratio [OR] = 0.4, 95% CI, 0.2–0.9) of sustaining abdominal/lumbar injuries than the youngest occupants (9–15 years).The odds of sustaining a head injury did not vary with age, and the odds of sustaining thoracic, abdominal, or lower extremity injuries did not differ significantly between rear seat passengers aged 16–50 years and 9–15 years. Conclusions: The findings suggest that there is a need for enhanced protection for rear seat passengers, because they have proportionally more fatal injuries than front-seated occupants. The frequency of abdominal injury and the differences between injury patterns observed in front seat passengers suggests a potential benefit from adding abdominal injury risk assessment to rear seat occupant protection test protocols. There is also scope to improve chest protection for older rear seat passengers.

Unstable Less Common Chance Fracture

A 25-year-old boy presented to the emergency room with multiple trauma after a car crash in which the car had collided with a guardrail. The patient had been in the front passenger seat, wearing a seatbelt. At presentation, he was awake and complaining only of back pain. On examination, his vital signs were stable. He had tenderness over the vertebrae and a contusion where the seatbelt had been positioned over his trunk. His lungs were clear to auscultation bilaterally, and he had no respiratory distress. His heart sounds were normal, without a murmur or gallop. He had no tenderness over the sternum. His abdomen was soft to the touch with no abnormal findings. Cranial nerves were intact. Muscle strength was 5/5 for all limbs. Deep tendon reflexes (DTRs) were 2+. The patient did not have any motor or sensory deficits on neurological exam. Due to his crash injury, focused assessment with sonography in trauma (FAST) was performed in the emergency room, and there were no abnormal findings. A brain computed tomography (CT) scan was performed, and the results were normal. Lateral neck radiography showed no abnormal findings. Due to his pain, the tenderness over the vertebrae, and the contusion over his trunk, a vertebral plain radiograph was obtained (Figure 1). Based on the plain radiography findings, a vertebral CT scan was performed (Figure 2). Figure 1 Figure 2 DIAGNOSIS: Chance Fracture A chance fracture, a type of fracture caused by a flexion distraction mechanism,[1] was identified. Missing chance fractures in a multiple trauma patient can cause future complications, such as kyphosis or pain. [2] Chance fractures are typically caused by seatbelts during car crashes.[1] If a fracture has been caused by a seatbelt, a contusion over the trunk may be present which can alert the physician to the possibility of a chance fracture.[3] Chance fractures extend horizontally from the tip of the transverse process on one side through the pedicles and laminae to the tip of the opposite transverse process. The fracture may involve the posterior part of the vertebral body. However, involvement of the anterior part of the vertebral body is not common, and chance fractures with anterior involvement are usually not very severe.[4] In cases of fractures with flexion-distraction mechanisms, patients should be examined for intraabdominal injuries.1, 3, 4 Chance-type fractures are unstable injuries that present without neurological deficit and may have subtle radiographic signs.[1] CT can help in diagnosing vertebral column damage and identifying patients with risk of acute neurologic compromise.[1] The most commonly used treatment for chance fracture is closed management; however, open surgery has also been reported.[5] In our case, we observed failure of the posterior and middle vertebra with anterior wedging. Due to the severe fracture, instability, and the probability of neurological consequences, operative management and internal fixation were performed without any complications. Figure 1 (a) A thoracic wedge fracture of the T12 vertebra. (b, c) CT images of the fracture in three columns. Conclusion Severity and the probability of neurological consequences are the factors which determine the importance of considering surgical management for a diagnosed chance fracture.

Safety belt and mobile phone usage in vehicles in Barcelona (Spain)

ObjectivesTo describe the prevalence and correlates of safety belt and mobile phone usage in vehicles in the city of Barcelona (Spain). MethodsWe performed a study using direct observation with a cross-sectional design. We selected 2,442 private cars, commercial vehicles, and taxis from all districts of Barcelona. ResultsThe prevalence of people not wearing safety belt was 10.5% among drivers, 4.6% among front seat passengers, and 32.2% among some of the rear passengers. It was higher among the passengers than among the drivers, regardless of the type of the vehicle. The prevalence of mobile phone usage while driving during a moment of the trip was 3.8%. ConclusionOur study shows noticeably high prevalence of people not wearing safety belt in the rear seats. Moreover, four out of one hundred drivers still use the mobile phone while driving during a moment of the trip.

Repeatability of injury value in full-wrap frontal collision tests

Approximately a third of fatalities in traffic accidents in Japan are vehicle occupants and 53% of vehicle accidents in Japan are frontal collisions. The Technical Standard for Occupant Protection in Frontal Collision, adopted by Japan in 1994, defines evaluation criteria as the Head Injury Criterion (HIC), chest acceleration and femur force during a full-wrap frontal collision test conducted at 50 km/h with Hybrid III AM50 dummies mounted on the driver’s and front passenger seats. We investigated the repeatability of measurements made in this full-wrap frontal collision test using four vehicles. We found that the ratios of differences of the measured values to each injury acceptable reference value were an average of 5%, 2% and 3% for the HIC, Chest 3 msecG and femur force, respectively.

Characteristics of Designated Drivers and Their Passengers From the 2007 National Roadside Survey in the United States

Objective: The objectives of this study were to estimate the prevalence of designated driving in the United States, compare these results with those from the 1996 National Roadside Survey, and explore the demographic, drinking, and trip characteristics of both designated drivers and their passengers. Methods: The data used were from the 2007 National Roadside Survey, which randomly stopped drivers, administered breath tests for alcohol, and administered a questionnaire to drivers and front seat passengers. Results: Almost a third (30%) of nighttime drivers reported being designated drivers, with 84 percent of them having a blood alcohol concentration of zero. Drivers who were more likely to be designated drivers were those with a blood alcohol concentration that was over zero but still legal; who were under 35 years of age; who were African American, Hispanic, or Asian; and whose driving trip originated at a bar, tavern, or club. Over a third of passengers of designated drivers reported consuming an alcoholic drink the day of the survey compared to a fifth of passengers of nondesignated drivers. One fifth of passengers of designated drivers who reported drinking consumed 5 or more drinks that day. Conclusions: Designated driving is widely used in the United States, with the majority of designated drivers abstaining from drinking alcohol. However, because designated driving separates drinking from driving for passengers in a group traveling together, this may encourage passengers to binge drink, which is associated with many adverse health consequences in addition to those arising from alcohol-impaired driving. Designated driving programs and campaigns, although not proven to be effective when used alone, can complement proven effective interventions to help reduce excessive drinking and alcohol-impaired driving.

Drivers’ Attitudes Toward Front or Rear Child Passenger Belt Use and Seat Belt Reminders at These Seating Positions

Objective: Passengers, especially those in rear seating positions, use seat belts less frequently than drivers. In-vehicle technology can inform drivers when their passengers are unbuckled and encourage passengers to use belts. The current study collected information about drivers’ attitudes toward passenger belt use and belt reminders for front passengers and children in back seats. Methods: A national telephone survey of 1218 people 18 and older was conducted, of which 477 respondents were drivers who transport a front seat passenger at least once a week and 254 were drivers who transport an 8- to 15-year-old child in the back seat. Respondents were asked about their attitudes toward belt use by their front passengers or rear child passengers and preferences for different passenger belt reminder features. Results: Ninety percent of drivers who regularly transport front seat passengers said that the passengers always use seat belts. Reported belt use was even higher among 8- to 15-year-old children in the back seat (97%). Among the drivers whose children do not always buckle up, about half said their child unbuckled the belt during the trip. Almost every full-time belt use driver (96%) would encourage front passengers to buckle up if not belted, compared to 57 percent of part-time belt users and nonusers. In contrast, nearly every driver who transports children in the back seat would encourage their belt use, regardless of the driver's belt use habits. Most drivers who transport front passengers wanted passenger belt reminders to encourage passengers to buckle up. Most of these drivers wanted a chime/buzzer or warning light or text display and wanted the reminder to last indefinitely. Most drivers who transport child passengers in the rear seat wanted the vehicle to indicate whether child passengers are unbuckled. A large majority of these drivers wanted notifications via a visual diagram of seating positions and belt use, a chime/buzzer, and a warning light or text display. These drivers also wanted the vehicle to provide belt use information until the child buckled up. Conclusions: Many drivers, especially those who always use seat belts, said they would encourage unbuckled passengers to buckle up and supported auditory and visual belt reminders for passengers, particularly for children sitting in the back seat. Front and rear passenger reminders that last indefinitely would be acceptable to most drivers who transport these passengers. An auditory alert may be especially useful to alert drivers to children unbuckling in the back seat during a trip.

Seatbelt use and speeding on three major roads in Egypt: a brief report

ObjectiveRoad traffic injuries pose a significant threat to the Egyptian population. Recent estimates revealed that Egypt experiences 42 road traffic deaths per 100,000 population (1.8% of all deaths in the country), which is the highest death rate in the region. More than half of the road traffic crashes that resulted in injuries occurred on the country's highways. Despite the significance of this public health problem, very little risk factor information currently exists. The overall goal of this paper is to understand the burden of speeding and the level of seatbelt and child restraint use on a highway (Cairo Ring Road) and two urban roads crossing Alexandria city (Kornish and Gamal Abd-Elnaser roads). MethodsTwo rounds of seatbelt and child restraint observational studies and one round of speed observational study were carried out between 2011 and 2012. ResultsFindings revealed that seatbelt use among drivers and front seat passengers were low for all three sites (range: 11.1% to 19.8% for drivers; 2.9% to 4.0% for front seat passengers). Similarly, child restraint use in cars with children was very low ranging from 1.1% to 3.9% on all three roads. All three roads experienced a high percentage of vehicles driving above the speed limit (39.4% on Kornish Road, 22.6% on Cairo Ring Road, 11.8% on Gamal Abd Elnaser Road), with the majority of these vehicles driving 1 to 10 kilometer above the speed limit. ConclusionFuture interventions need to focus on enhancing enforcement of speed and seatbelt wearing, closing gaps in legislation, and standardizing existing data systems to help inform good road safety policies.

Seat Belt Syndrome With Cauda Equina Syndrome

Case report. To describe the surgical technique and outcome of 2 cases of lap-shoulder belt injury involving burst fracture at L5 and cauda equina syndrome (CES). Lap-shoulder belts have largely replaced lap belts in the front seats of cars, and therefore the concept of seat belt injury needs re-evaluation. Two adults, the driver and front seat passenger in the same car involved in a collision, sustained lap-shoulder belt injury. One developed L5 Denis type A burst fracture and the other developed L5 Denis type B burst fracture. Both had CES. They were surgically managed by decompression of the spinal canal, which included removal of retropulsed fragments without impacting them. Both patients received short-segment transpedicle screws and rod system instrumentation without the fractured vertebra being included. The percentage of preoperative degree of canal displacement of the retropulsed fragment was 60% in one patient and 55% in the other based on computed tomography. The mechanism of injury in both patients might be axial loading. After surgical intervention, the CES including lower leg weakness/numbness and bladder/bowel dysfunction clinically improved in both patients. Two adults in the same car involved in a collision were wearing lap-shoulder belts, and 1 had Denis type A burst fracture at L5 and the other had Denis type B burst fracture at L5. Both developed CES after the accident. Both patients had a good clinical outcome after surgical treatment.

위치별 진동 측정을 통한 차체강성평가

Road loads data are indispensable in the evaluation of BSR (Buzz, Squeak, and Rattle) of automotive parts/modules. However, there are uncertainties on the best measurement locations for representative body motion and for seat systems. In the present study, we measure road loads at four different locations of a body. A-pillars on the driver and passenger sides and left and right frame fronts of the front passenger seat mountings are selected to study the acceleration behavior at different locations. The measurements are conducted with passenger cars driving local roads at 50km/hr. The measured time-acceleration data are then transformed into PSD (power spectral density) data to compare the characteristics of local accelerations. By defining the deviated acceleration components from rigid body motion, the stiffness of vehicle body could be simply expressed in a quantitative basis. Measured data from two different vehicles are presented to demonstrate their relative vehicle body stiffness.

Seat-belt use still low in Kuwait: self-reported driving behaviours among adult drivers

Kuwait mandated seat-belt use by drivers in 1976 and by front seat passengers in 1994. The study objectives were to identify and estimate current factors associated with seat-belt use and levels of potentially unsafe driving behaviours in Kuwait. In 2010, 741 adults were surveyed regarding driving habits and history. Only 41.6% of drivers reported always using a seat belt. Front seat passenger belt use was more common (30.5%) than rear seat belt use (6.5%). Distracted driving behaviours were common, including mobile phone use (‘always’ or ‘almost always’: 51.1%) and texting/SMS (32.4%). Logistic regression indicated that drivers who were young (18–19 years), male, Kuwaiti nationals or non-Kuwaiti Arabs, drove over the speed limit, had traffic violation tickets or >1 car crashes in the last year, were less likely to use seat belts. Targeted initiatives to increase public awareness and to enforce car-safety legislation, including use of seat belts, are necessary to decrease the health burden of car crashes in Kuwait.

Patterns of seatbelt use in different socioeconomic communities in the Cape Town Metropole, South Africa

BACKGROUND; Road traffic injuries are a leading cause of death and may be related to social inequality. To establish whether patterns of seatbelt use vary between different socioeconomic communities in the Cape Town Metropole, South Africa. Vehicles and their occupants at 7 high-volume crossings (3 in high-income areas) were placed under surveillance for 2 hours each during November 2010. All occupants were eligible for inclusion except occupants of non-motorised vehicles, two-wheel motorised vehicles, buses, taxis, heavy goods vehicles and emergency vehicles. Child seatbelt use was recorded only for children who appeared older than 3 years. A total of 4 651 vehicles with 6 848 occupants were surveyed. Rates of seatbelt use were 45.1% (n=3 090) for all occupants, 54.0% (n=2 513) for drivers, 33.1% (n=521) for front-seat passengers (adults 33.2%, n=452; children 32.7%, n=69) and 9.0% (n=56) for rear-seat passengers (adults 4.0%, n=13; children 14.4%, n=43). Occupants from high-income areas were more likely to wear seatbelts (odds ratio (OR) 4.35; 95% confidence interval (CI) 3.89 - 4.88). Use of child restraints was poor overall (22.3%, n=114), but also varied according to income areas (high income 40.9%, n=99; low income 0.03%, n=6; OR 26.77; 95% CI 11.44 - 62.63). The impact of road traffic injuries is significant, but can be decreased by using appropriate restraining devices. Seatbelt use in South Africa, although compulsory, is neither strictly adhered to nor enforced. Their use is proportionally lower in lower-income areas. Specific interventions are required to target these communities directly.

Craniocerebral injuries in traffic accidents with fatal outcomes

Research into crainiocerebral injury (CCI) characteristics of traffic accidents with fatal outcomes, as well as certain types of CCIs and defined categories of traffic participants, has been conducted. The research data were obtained from autopsy protocols at the Institute of Forensic Medicine in Serbia. Out of the 202 cases of individuals who had been fatally injured in traffic accidents, CCIs were diagnosed in 82.7% of them. The highest percentage of CCIs was established for front-seat passengers (95%), while for drivers it was 86.2%, pedestrians 78%, and 76% for rear-seat passengers. The domination of males among the deceased was also found, mostly as drivers (92%). The majority of individuals who experienced a CCI were in the age group of 21 to 30 years old, while pedestrians were commonly older than 60. In these cases, a high frequency of skull fractures was usually localized in different cranial regions (67.7%). In the majority of cases with CCIs (81.4%), these injuries contributed to an ultimate fatal outcome, mainly in pedestrians (93%). Fatal and non-fatal CCIs resulting from traffic accidents can result in significant socio-economic consequences for the individual and society as a whole that include specifically the ongoing costs and outcomes in cases from non-fatal injuries.

The Front Seat Passenger: How to Transfer Qualitative Findings into Design

While the field of automotive HCI research abounds in driver-focused design and studies of driver distraction, relatively little attention has been directed to the front seat passengers. A challenge for designers and researchers is the ideation through exploration of passenger experiences and needs and the question of how to integrate them in design solutions. In this paper, we ground an ideation exercise based on results of a probing study conducted at two petrol stations. A probing package for front seat passengers was designed and distributed in cooperation with a petrol station company. Approximately 700 customers were approached randomly and 90 probe packages were handed out. 30 probing packages were returned and a segment clustering and a qualitative analysis were performed. The results gave insights into the activities and needs of front seat passengers and were then used in a design workshop together with a group of industrial designers. A set of ideas for novel interface solutions for front seat passengers were developed such as the invisible engine (look through the motor block with a display-based camera system). We further discuss the challenges and shortcomings of how to interpret and express ideas when transferring qualitative research findings into design.